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HISTORY OF THE 

U. S.S. LEV IATHAN 

CRUISER AND TRANSPORT FORCES 
UNITED STATES ATLANTIC FLEET 




COMPILED FROM THE SHIP'S LOG AMD 
DATA GATHERED BY THE HISTORY 
COMMITTEE ON BOARD THE SHIP 








U4- 



JUL 15 1919 

53 018 9 



/W<0 




LEVIATHAN" 

(Author Unknown) 



Leviathan, thou noble ship, 
Thou mighty monarch of the seas. 
May thy stalwart form and mighty force 
War's desolating horrors ease. 
We view the grandeur of thy bulk, 
And gaze with wonder and with awe 
At thy great magnitude and might 
Which surpass visions we foresaw. 

As now in peaceful anchor held, 
The waves caress thy sturdy bow: 
The ocean flirts and beckons thee 
To sail away, away — and now 
She lures thee with her shining crest, 
But couldst thou see beneath the wave 
The yawning jaws of cavern greed 
From which a God alone can save. 

SheTi lure thee out into her midst, 

Then tantalize with storm and gale, 

But these mere trifles bring no fear 

As ever on you sail. 

But deep within her somber soul 

There lie devices born of hate, 

In traitorous hearts and crafty minds 

Hell's strategies they propagate. 



And will these mechanisms harm? 
Will bomb or shot e'er rend thy bark? 
Will cries of horrors fill the air 
As dangers peer from ocean dark? 
There is but One who knows thy fate; 
Within the hollow of His hand 
Thy safety lies. You can but wait 
And place thy trust in Beulah Land. 

We trust thee, ship, we give our sons 
By thousands. Will they fill thy halls? 
Oh bring them safe across the wave 
Despite the whirlpool, storms and squalls. 
The prayers and sobs from broken hearts 
Will follow as thy course is run. 
This prayer eternal, to heaven will rise — 
"Thy will, not mine, Oh, God, be done." 

Leviathan, thou ship of state, 
Sail on, sail on victorious. 
Crush thou the tools of hate, 
Come back with honors glorious 
And bring with thee eternal peace. 
Peace with honor, without stain, 
And wear the crown "LEVIATHAN" 
Queen of the ocean's vast domain. 



FOREWORD 



THIS is the story of the Leviathan s part in the Great World's War. 
The story of her career since the Stars and Stripes displaced the 
three barred flag of Germany at her taifrail constitutes one of the 
most remarkable and brilliant chapters in the maritime history of the 
world. 

She was seized by the U. S. Customs officials in the early morning 
of April 6, 1917, turned over to the Shipping Board to be manned and 
operated, but after nearly three months' effort on their part without 
the ship leaving the dock, she was finally, on July 25, 1917, turned 
over to the Navy Department and regularly commissioned as a Naval 
vessel and assigned to transport duty under the command of Vice- 
Admiral Albert Gleaves, U. S. Navy, Commander of the Cruiser and 
Transport Force, United States Atlantic Fleet. 

The Leviathan s record for carrying human beings across the ocean 
has never been approached by any other vessel in the history of the 
world. Back and forth she went across the Atlantic, almost with the 
regularity of clockwork, passing unscathed a score of times through 
the war zone, though the German submarines made several attempts in 
force to get her. Her performance constitutes one of the greatest 
marine achievements of the world and it would seem that fate had 
designed her to fulfil a mission of retributive justice. 

The Germans said it could not be done, but true to their nature, they 
had not figured on the ingenuity, initiative and pluck of the American 
sailor. When the Armistice was signed this three-funnelled colossus 
of the waves had made ten trips across the Atlantic as a naval transport 
and had landed a grand total of 110,591 American soldiers in France 
and England. In other words, this single ship had transported to 
Europe one twentieth of the total number of the American Expeditionary 
Force. 

This tremendous achievement did not depend alone upon the great 
size and speed of the ship; it was accomplished also by the splendid 
[ 7 ] 



spiril of the officers and men of the Leviathan and their unfailing devo- 
tion to duty. Ii was due to their pride in their ship and their personal 
loyalt) to \ ice- Admiral Gleaves, their Force Commander, that kept the 
Leviathan constantly straining to do her best, and this spirit remained 
with the ship alter the Armistice and nowhere is it better illustrated 
than in the records of the 15th and 16th trips, on which she returned 
i- the I nited States a total of 28,412 troops, which amounted to 2.217 
more than were carried on her two best previous voyages. These two 
trips were made in the fastest time she had ever made, less than 37 
days elapsing for the two voyages. 

Thus during the war, in rushing troops to France, and after the 
Armistice in the great task of bringing them home again, the Leviathan 
proved herself of greatest value to the government and her great achieve- 
ment will forever remain an undying credit to the United States Navy, 
and the men of the Navy who manned her. 



[ 8 ] 




Secretary Daniels and Mrs. Daniels on Board the U. S. S. "Leviatil 



DEDICATION TO 
SECRETARY DANIELS 

To our leader — honored in the nation; 
To our friend — steadfast and true; 
To our shipmate — of happy memory; 



The Bluejackets offer this dedication in gratitudi 
and appreciation. 



PREFACE BY SECRETARY DANIELS 



THE record of the U. S. S. Leviathan, queen of the troop trans- 
port fleet which made possihle the successful participation of 
the United States in the war with Germany, is a record of con- 
sistent service and remarkable efficiency which upholds the best and 
noblest traditions of the United States naval service. The nation owes 
and gladly gives a great meed of praise to every officer and man, 
regular and reserve alike, who shared in the hardships, the dangers 
and the successes of the Leviathan's great wartime service. 

The potential strength of the 98,000 fighting men the Leviathan 
carried to the shores of France can never be estimated. We know 
that when the night was blackest, when the fortunes of the world hung 
in the balance and the eyes of all nations were turned toward the 
western continent, that the great Leviathan with her tremendous troop- 
carrying capacity was ready and that, trip after trip, without failures 
or accidents, the great transport plowed her way across the Atlantic, 
scornful alike of the submarine's stilettos of the sea and the wrath 
of the elements, carrying to the shores' of our nearly exhausted allies 
those inestimably precious cargoes of men who turned the tide and 
saved the day. 

Although the Leviathan did not participate in any great naval 
engagement, although the battle flags never flew proudly at her mast- 
heads as she swept into the tempest of a modern naval engagement, 
her achievement in carrying across the sea more than three divisions 
of American soldiers entitles the gallant ship's name to a place forever 
in the hall of American naval fame. 

I cannot but feel a thrill of admiration for the efficiency, loyalty and 
devotion to duty of the officers and men of the Leviathan who repaired 
the damage wrought by the Germans, quickly and skillfully organized 
the ship for service at sea and who, week after week and month after 
month, "carried on" regardless of the lurking menace beneath the 
waves, in the face of an enemy who would have made any sacrifice to 
add the giant Leviathan to his list of victims. 

[ 11 1 



On March L5, L919, Mrs. Daniels and myself had the pleasure of 
going aboard the Leviathan with a party of naval officers who were ac- 
companying me to Europe on important public business. The remem- 
brance of this voyage will ever he among the most eherishe:! mem- 
ories of all the members of our party. The never-failing courtesy and 
kindness of both officers and men, the thoughtful consideration with 
which we were treated, will always cause us to remember the U. S. S. 
Leviathan with the warmest personal regard. 

With all good wishes for the future for the crew of the Leviathan 
and the hope that the ship's great work, so wonderfully carried out 
thus far, may be as successfully completed. 



W^w^A 



[ 12 ] 



> ■ i » i n i i. , i< ii 111 i i *«»»| M • rr ■ r i ■■_- i 7"Ft i nrli i>i r-i ■ Hi «*x>*f-' nfc>i» i«-'.«fc ■- »■» i . |»— «g .[' .*yi'ii.»i»>i ■! I 





r /G0cr 



BBftiBMWWiiiiM^ 

Cruiser and Transport Force 
United States Atlantic Fleet 

Vice-Admiral Albert Gleaves, United States Navy 

Commander Cruiser and Transport Force, 

U. S. Atlantic Fleet 



U. S.S. Leviathan 

CAPTAINS 

Oman, Joseph W., Capt., U.S.N. 
Bryan, Henry F., Capt., U.S.N. 
Phelps, William W., Capt., U.S.N. 
Durell, Edward H., Capt., U.S.N. 

EXECUTIVE OFFICERS 

Jeffers, William N., Comdr., U.S.N. 
Blackburn, John H., Comdr., U.S.N. 
Staton, Adolphus, Comdr., U.S.N. 

NAVIGATORS 

Mannock, Frank D., Lieut. -Comdr., U.S.N. 
Cunningham, Harold A., Lieut. -Comdr., U.S.N.R.F. 



GUNNERY OFFICERS 

Osborne, Charles F., Lieut. -Comdr, U.S.N. 
Boucher, Creed H., Lieut., U.S.N. 
Bateman, Arnold H., Lieut., U.S.N. 



Note: Captain J. W. Oman, U.S.N., assumed command on July 
23, 1917, being relieved by Captain Henry F. Bryan, U.S.N,, on 
March 3, 1918, who in turn was relieved by Captain W. W. 
Phelps, U.S.N. , on Sept. 21, 1918, who in turn was relieved by 
Captain Edward H. Durell, U.S.N., on April 4, 1919, and who 
now is in command. 



[ 13 ] 




Admiral Gleaves and Staff 



THE U. S. S. LEVIATHAN 



Roster of Officers— Continued 

FIRST LIEUTENANTS 

Ford, James W., Lieut.-Comdr., U.S.N. 
Haltnorth, William E., Lieut., U.S.N. 
Mallov. William E., Lieut., U.S.N. 

SENIOR ENGINEER OFFICER 

Woodward, Vaughn V., Comdr., U.S.N. 

COMMUNICATION OFFICERS 

Gahagen, Allen J., Lieut., (j. g.), U.S.N. 
Bense, Frederick, Lieut., (j. g.), U.S.N. 
Katzmarek, John E., Ensign, U.S.N.R.F. 

SENIOR MEDICAL OFFICERS 

Snyder, John J.. Comdr., (M. C. ) , U.S.N. 
Asserson, Frederick A., Comdr., (M. C), U.S.N. 
May, Henry A., Lieut.-Comdr., (M. C), U.S.N. 
Vaughn, George T., Lieut.-Comdr., (M. C), U.S.N. 

SENIOR SUPPLY OFFICERS 

Schafer, George C, Lieut.-Comdr., (P. C), U.S.N. 
Simonpietri, William L. F., Lieut.-Comdr., (P. C), U.S.N 
Farwell, Neal B., Lieut.-Comdr.. I P. C), U.S.N. 
Edwards, Eaton C, Lieut.-Comdr., (P. C), U.S.N. 

WATCH AND DIVISION OFFICERS 

Jones, John, Lieut.-Comdr., U.S.N.R.F. 
Foster, John. Lieut.-Comdr., U.S.N.R.F. 
Beehe, John L, Lieut., U.S.N.R.F. 
Hankison, Olio L., Lieut., U.S.N.R.F. 
Willey, James H., Lieut., U.S.N.R.F. 
Davidson, Harold. Lieut., U.S.N.R.F. 
Burtis, William H., Lieut., U.S.N. 
Dorsey, Arthur B., Lieut., U.S.N. 
Swift, John T., Lieut., U.S.N. 
Hemby, Cleveland. Lieut., I .S.N.R.F. 
Jones, Edward E., Lieut., I .S.N.R.F. 
Leonard. Arthur T.. Lieut., U.S.N. 



[ 14 ] 




f, BRrArt 




CAPT, J. W. OMAN 



CAfr. £. H. £>L/K£it 



THE U. S. S. LEVIATHAN 



Roster of Officers— Continued 

Skead, Robert G., Lieut., U.S.N.R.F. 

Lovell, Douglas G., Lieut., U.S.N. 

Wright, F. G., Lieut., U.S.N.R.F. 

Millard-Turner, R., Lieut., (j. g.), U.S.N.R.F. 

Wainwright, Stuyvesant, Lieut., (j. g.), U.S.N.R.F. 

Hilliard, Charles C., Lieut., (j. g.), U.S.N.R.F. 

Harper. Fred K., Lieut., (j. g.), U.S.N.R.F. 

Wyatt, Thomas H., Lieut., (j. g.), U.S.N.R.F. 

Alexander, Albert E., Lieut., (j. g.), U.S.N.R.F. 

Harding, Arthur E., Lieut., (j. g.), U.S.N.R.F. 

Foss, Albion F., Lieut., (j. g.), U.S.N.R.F. 

Towes, George V., Lieut., (j. g.), U.S.N.R.F. 

Cummins, David E., Lieut., (j. g.), U.S.N. 

Whitney, Rintoul T., Lieut., (j. g.), U.S.N.R.F. 

Nordstrom, Isador, Lieut., (j. g.), U.S.N. 

Esty, Edward, Lieut., (j. g.), U.S.N. 

Morrill. Stanley, Lieut., (j. g.), U.S.N.R.F. 

Grant, Deloss A., Lieut., (j. g.), U.S.N.R.F. 

Nichols, Spencer V., Ensign, U.S.N.R.F. 

Fagan, George, Ensign, U.S.N.R.F. 

Fales, De Coursey, Ensign, U.S.N.R.F. 

Evans, John Clement, Ensign, U.S.N.R.F. 

Ditmars, John R., Ensign, U.S.N.R.F. 

Knight, Rufus H., Ensign, U.S.N.R.F. 

LeClerq, Frederick D. K., Ensign, U.S.N.R.F. 

Palin, Milburn R., Ensign, U.S.N.R.F. 

Mann, Harry A., Ensign, U.S.N.R.F. 

Allen, William S., Ensign, U.S.N.R.F. 

Barcus, James S., Ensign, U.S.N.R.F. 

Thompson. Edward H., Ensign, U.S.N.R.F. 

Rapkin. Alfred C., Ensign, U.S.N.R.F. 

Seaman. Elbert C., Ensign, U.S.N.R.F. 

Howe, Paul F., Ensign, U.S.N.R.F. 

Ferguson. John, Ensign, U.S.N.R.F. 

Meagher, John F., Ensign, U.S.N.R.F. 

Singleton, Louis P., Ensign, U.S.N.R.F. 

Leiper, John A., Ensign, U.S.N.R.F. 

Gaynor, Thomas A., Ensign, U.S.N.R.F. 

Gay, Nelson, Ensign, U.S.N.R.F. 

Froehlich, Sylvan L. Fusion. U.S.N.R.F. 

Vars, \ddison I'.. Ensign, I .S.N.R.F. 

Armiger, William J.. Ensiun. I .S.YILF. 

Milan. Daniel F., Ensign, U.S.N.R.F. 

[ 16 ] 



J, /-/, BtAC/<St/MN 



CQMMAN&E&. 
A.STATON 




GEO.T, VAUGHAN. U.C, 
LT.COM PR, RE5BXS/E FORcS.US.N 



JOHN J, SNY&EK 
COMl>R 9 ME&JCAL CORPS U.S.M, 



THE U. S. S. LEVIATHAN 



Roster of Officers-Continued 

Lequin, Maurice L., Ensign, U.S.N.R.F. 
Deacon, Joseph G., Ensign, U.S.N.R.F. 
Haines, Rowland B., Ensign, U.S.N. 
Hammond, Carlton M., Ensign, U.S.N. 
Johnston, George 0., Ensign, U.S.N.R.F. 
Arnold, Leslie J., Ensign, U.S.N. 
Schildhauer, Clarence H., Ensign, U.S.N. 
Schoeffel, M. F., Ensign, U.S.N. 
Sherlock, Archibald J., Ensign, U.S.N. 
Rowedder, Herbert B., Ensign, U.S.N. 
Hackett, Paul B., Ensign, U.S.N. 
Fitzsimmons, George R., Ensign, U.S.N. 
Ewbank, Henry L., Ensign, U.S.N. 
Denison, Ross E., Ensign, U.S.N. 
Croasdale, Ernest S., Ensign, U.S.N. 
Cox, Christopher C, Ensign, U.S.N. 
Carlon, Charles B., Ensign, U.S.N. 
Beardsley, Ralph A., Ensign, U.S.N. 

ENGINEERING OFFICERS 

Woodward, Vaughn V., Comdr., U.S.N. 

Watson, James P., Lieut., U.S.N.R.F. 

Krez, Conrad A., Lieut., U.S.N. 

Jones, Richard H., Lieut., U.S.N. 

Keating, Thomas E., Lieut., U.S.N.R.F. 

Schluter, Wilhelm H. F., Lieut., U.S.N. 

Edwards, Henry I., Lieut., U.S.N. 

Lau, Walter, Lieut., U.S.N. 

Parker, John C, Lieut., U.S.N. 

Miller, L. Dee, Lieut., U.S.N.R.F. 

Watt, Frank S., Lieut., U.S.N.R.F. 

Keeser, George, Lieut., U.S.N. 

Kirk, Colin, Lieut., U.S.N.R.F. 

Althiser, Edwin, Lieut., (j. g.), U.S.N.R.F. 

Looney, William C, Lieut., (j.g.), U.S.N.R.F. 

Andrews, Ellwood W., Lieut., (j. g.), U.S.N. 

Bright, Roscoe C, Lieut., (j. g.), U.S.N. 

Cadmus, Charles E., Ensign, U.S.N.R.F. 

Leventhal, Lewis F., Ensign, U.S.N. 

Graeff, \\ arren L., Ensign, U.S.N. 

Ferry, Jr., John M., Ensign, U.S.N. 

Ilaimnn. Frank, Machinist, U.S.N. 

[ 18 1 



mm^m^mm mzmm 




Z77 A. W, M/A/U5S 
COMS7, CORPS, U.S.fi/, 



U~. W.£, M ALLOY 






LT, H,&, JU&KJNS, (*/ f Ql 
A£5T. PAYMAST£/Z M R, F, 



IT. *F,&. WATT. 



THE U. S. S. LEVIATHAN 



Roster of Officers— Continued 

Dundon, William A., Machinist, U.S.N.R.F. 
Wilson, Tom C, Machinist, U.S.N. 
Brockie, William J., Machinist, U.S.N. 
Fagan, John J., Machinist, U.S.N. 
Glaser, Alfred W., Machinist, U.S.N.R.F. 
Hagerman, Oliver S., Machinist, U.S.N.R.F. 
Jensen, Joseph, Machinist, U.S.N.R.F. 
Wilson, Arthur L., Machinist, U.S.N.R.F. 



MEDICAL OFFICERS 

Halsey, William H., Lieut.-Comdr, U.S.N. 

Porter, John E., Lieut., U.S.N. 

Hudson, Erastus M., Lieut., U.S.N. 

Braff, Max M., Lieut., U.S.N. 

Carroll, Frank J., Lieut., U.S.N. 

Rathbun, Walter L., Lieut., U.S.N.R.F. 

Crofutt, Edward F., Lieut., U.S.N.R.F. 

Hulbert, Harold S., Lieut., U.S.N. 

Dunlap, Albert K., Lieut., U.S.N. 

Howell, Harry M., Lieut., U.S.N. 

Kennedy, Patrick F., Lieut., U.S.N. 

Lorentz, Jr., Robert, Lieut., U.S.N. 

Weston, Albert T., Lieut., U.S.N.R.F. 

Strauss, Spencer G., Lieut., U.S.N. 

Ziesel, Carl S., Lieut., (j. g.), U.S.N. 

Sheppard, Thomas T., Lieut., (j. g.), U.S.N.R.F. 

Campbell, Carl I., Chief Phar., U.S.N. 

Martin, Robert, Phar., U.S.N. 

Benton, William M., Phar., U.S.N. 

Redman, Foster B., Phar., U.S.N. 



SUPPLY OFFICERS 

Hoffman, Leonard G., Lieut., (P. C.), U.S.N. 
Erickson, Edward B., Lieut., (P. C), U.S.N. 
Nuber, Horace D., Lieut., (P. C), U.S.N. 
Barker, Edwin F., Lieut., (P. C), U.S.N. 
Soars, Charles A., Lieut., (P. C), U.S.N. 
Gunnell, Vaughn J., Lieut., (P. C), U.S.N. 
Alexander, Edward J., Lieut., (P. C), U.S.N. 
Judkins, Holland B., Lieut., (j. g.), (P. C), U.S.N.R.F. 

[ 20 ] 



THE U. S. S. LEVIATHAN 



Roster of Officers— Continued 

Carter, William J., Lieut., (j. g. ) , (P. C), U.S.N. 
Coulbourn, Theodore S., Lieut., (j.g.)> (P-C.), U.S.N. 
Baker, Jr., James M., Lieut., (j. g.), (P. C), U.S.N.R.F. 
Bishop, Stuart A., Lieut., (j. g.), U.S.N.R.F. 
Foster, Leroy B., Lieut., (j. g.), (P. C), U.S.N. 
Thomas, Wilmer J., Ensign, (P. C), U.S.N.R.F. 
Shuler, John W., Ensign, (P. C), U.S.N.R.F. 
O'Shaughnessy, Louis B., Ensign, (P. C), U.S.N.R.F. 
Barber, Jr., William A., Ensign, (P. C), U.S.N.R.F. 
Ast, Raymond J., Ensign, (P. C), U.S.N.R.F. 
Amberg, Edward J., Ensign, (P. C. ), U.S.N.R.F. 
Harris, Lester L., Ensign, (P. C), U.S.N.R.F. 
Billingsley, Joe K., Ensign, (P. C.) , U.S.N.R.F. 
Miller, Charles H., Ensign, (P. C), U.S.N.R.F. 
Stephans, Frederick J., Ensign, (P. C), U.S.N.R.F. 
Wrigley, Edmund J., Ensign, (P. C), U.S.N.R.F. 
Waters, Clifford W., Ensign, (P. C), U.S.N. 
Roberts, Jr., Jack B., Ensign, (P. C), U.S.N.R.F. 
Schad, Theodore S., Ensign, (P. C), U.S.N.R.F. 
Fisk, Harvey E., Ensign, (P. C), U.S.N.R.F. 
Fenstemaker, Marvin C, Ensign, (P. C), U.S.N.R.F. 
Ingram, Herbert R., Ensign, (P. C), U.S.N.R.F. 
Stafford, Archibald A., Ensign, (P. C), U.S.N.R.F. 
Smith, Walter E., Pay Clerk, U.S.N.R.F. 
Poggi, Godfrey F., Pay Clerk, U.S.N.R.F. 
Luskin, Abraham, Pay Clerk, U.S.N.R.F. 

CHAPLAIN 

McDonald, Eugene E., Capt., U.S.N. 

SPECIAL DUTY 

Minuse, A. W., Lieut. Const. Corps. 
Jack, John H., Ass't Naval Const. Lieut. 

WARRANT OFFICERS 

Smith, Charles W., Boatswain, U.S.N.R.F. 
Coghlan, Daniel, Boatswain, U.S.N.R.F. 
O'Donnell, Joseph A., Elec. Gunner, U.S.N.R.F. 
Heinz, Earnest D., Elec. Gunner, LI. S.N. 
Rector, Frank L., Boatswain, U.S.N. 
Cole, Raymond, Gunner, U.S.N. 

[ 21 ] 



THE U. S. S. LEVIATHAN 



Roster of Officers Continued 

Hudgins, Earle P., Carpenter, U.S.N. 
Britt, Benjamin B., Carpenter, U.S.N. 
Waterston, Fred C, Boatswain, U.S.N. 
Johnston, William, Boatswain, U.S.N. 
Williams, James F., Gunner, U.S.N. 
Bruns, Harry, Gunner, U.S.N. 
Bergman, Milton, Elec. Gunner, U.S.N. 
Braunwarth, Albert, Boatswain, U.S.N.R.F. 
Banks, Earl F., Carpenter, U.S.N.R.F. 
Maune, James J. Carpenter, U.S.N. 
McLeod, Daniel, Carpenter, U.S.N. 
Shannon, Charles R., Elec. Gunner, U.S.N.R.F. 
Reimann, Carl, Gunner, U.S.N. 
Ohmer, August, Carpenter, U.S.N. 




Secretary of War Baker and Welfare Secretaries A. R. C, K. of C, 
Y. M. C. A., J. W. B., A. U. A. 



[ 22 ] 



THE 



u. s. s. 



LEVIATHAN 



SHIP'S HISTORY COMMITTEE 



Medical Department Supply Department 

Juhnke, Walter A C.P.M. Flowers. Frank L CCS. 

Maloney, Leo G P.M., lc Nelson, James Y., lc 

Engineering Department 

Gish, G. B CY. 

Lusk, J. R MM., lc 



Navigation Department 

Mallay, Jules Bugler 

Herrman, Sidney Q.M., 2c 

Gunnery Department 

Collup, Floyd I C.G.M. 

Martin, Wesley G.M. 3c 

Armstrong, G. A C.E.R. 

Deck Department 
Devers, D. F B.M., lc 



Construction Department 

Hankison. L. A C.C.M. 

Sherrill, H. C CM., lc 

Yeoman to Committee 

Fitzgerald, J. J Y., lc 

Prescott, John W Sea. 



Chaplain E. E. McDonald 



U.S.N. 



Photos by 
Ensign Herhert A. Rowedder, U.S.N. 





Gunner. M &uws 



<£& 



Se. watzu Oppic£x 



MACHlNfST 'w.A.~Punz>om 




BoATJWA/W W, JO,', 



Carpenter 
E. P. Hudcins 



THE U. S. S. LEVIATHAN 



Executive Order 

Whereas, the following Joint Resolution adopted by Congress was 
approved by the President May 12, 1917: 

"Joint Resolution Authorizing the President to take over for the 
United States the possession and title of any vessel within its jurisdiction, 
which at the time of coming therein was owned in whole or in part by 
any corporation, citizen, or subject of any nation with which the United 
States may be at war, or was under register of any nation and for other 
purposes." 

Resolved, by the Senate and House of Representatives of the 
United States of America in Congress assembled: That the President 
be, and he is hereby, authorized to take over to the United States' the 
immediate possession and title of any vessel within the jurisdiction 
thereof, including the Canal Zone, and all territories and insular posses- 
sions of the United States, except the American Virgin Islands, which at 
the time of coming into such jurisdiction was owned in whole or in 
part by any corporation, citizen, or subject of any nation with which 
the United States may be at war when such vessel shall be taken, or was 
flying the flag of or was under register of any such nation or any 
political subdivision or municipality thereof; and, through the United 
States Shipping Board, or any department or agency of the Government, 
to operate, lease, charter, and equip such vessel in any service of the 
United States, or in any commerce, foreign or coastwise. 

Sec. 2. That the Secretary of the Navy be, and he is hereby, 
authorized and directed to appoint, subject to the approval of the 
President, a board of survey, whose duty it shall be to ascertain the 
actual value of the vessel, its equipment, appurtenances and all property 
contained therein, at the time of its taking, and to make a written report 
of their findings to the Secretary of the Navy, who shall preserve such 
report with the records of his department. These findings shall be 
considered as competent evidence in all proceedings on any claim for 
compensation. 

And whereas, the following vessels were, at the time of coming 
into the jurisdiction of the United States, owned in whole or in part 
by a corporation, citizen or subject of the Empire of Germany, a nation 
with which the United States is now at war, or were flying the flag of 
or under the register of the Empire of Germany, or of a political sub- 
division or municipality thereof: 

[ 27 ] 



THE U. S. S. LEVIATHAN 



Vaterland 

Amerika 

Kaiser Wilhelm II 

President Grant 

Pennsylvania 

Rhaetia 

Wittekind 

Armenia 

Adamsturm 

Willehad 

Serapis 

Allemannia 

Nassovia 

Maia 

Neptun 

O. J. D. Ahlers 

Prinz Waldemar 

Loongmoon 

Governeur Jaeschke 

Darvel 

Princess Alice 

Wiegand 

Bochum 

Carl Diedrichsen 

Coblenz 

Esslingen 

Lyeemoon 

Pongtong 

Sachsen 

Suevia 

Steinbeck 

Elsass 

Indra 

Arnoldus Vinnen 

Ottawa 

Grunewald 

Sachsenwald 

Staatssekretar Solf 

Aroa (Lighter) 

George Washington 

Kronprizessin Cecile 

President Lincoln 

Cincinnati 



Bulgaria 

Prinzess Irene 

Hamburg 

Neckar 

Bohemia 

Grosser Kurfurst 

Barbarossa 

Friedrich der Grosse 

Rhein 

Konig Wilhelm II 

Kbln 

Prinz Oskar 

Ockenfels 

Arcadia 

Pisa 

Prinz Joachim 

Harburg 

Portonia 

Clara Mennig 

Pommern 

Setos 

Holsatia 

Staatssekretar Kraetke 

Borneo 

Marudu 

Tsintau 

Andalusia 

Camilla Rickmers 

Clara Jebsen 

Elmshorm 

Johanne 

Mark 

Rajah 

Sambia 

Tubingen 

Dalbek 

Magdeburg 

Matador 

Kurt 

Andromeda 

Prinz Sigismund 

Savoia 

Ami (Lighter) 

Argus (Lighter) 



[ 28 ] 



THE U. S. S. LEVIATHAN 



It is, therefore, ordered that through the United States Shipping- 
Board there be taken over to the United States the possession and title 
of the aforementioned vessels. The United States Shipping Board is 
further hereby authorized to repair, equip and man the said vessels; 
to operate, lease or charter the same in any service of the United 
States, or in any commerce, foreign or coastwise; and to do and per- 
form any and all things that may be necessary to accomplish the pur- 
poses of the Joint Resolution above set forth. 

Woodrow Wilson. 
The White House, 
June 30, 1917. 
(No. 2651) 



Copy of Order 

UNITED STATES SHIPPING BOARD 

Washington, D. C, July 11, 1917. 
Mr. Anthony V. Lynch, 
New York, N. Y. 

Sir: The President has issued an Executive Order authorizing the 
United States Shipping Board, on behalf of the United States, to take 
possession and title to the Vaterland, now lying or shortly to arrive at 
Hoboken, New Jersey, and you are hereby authorized and appointed 
by the United States Shipping Board as its agent to take possession of 
said vessel as contemplated in said Executive Order. Proceed aboard 
of said vessel at once and take possession of her in the name of the 
United States Shipping Board for and on behalf of the United States 
of America, affixing this Order on some conspicuous part of the ship, 
and leaving a true copy in its place when the original is removed. 
You are instructed thereupon to make Return, under oath, upon this 
Original Order of your action in the premises. 

Very truly yours, 

United States Shipping Board, 

(Signed) John A. Donald, 
Commissioner. 

To the United States Shipping Board: 

I hereby certify that I have complied with the instruction contained 
in the foregoing Order. 

(Signed) Anthony V. Lynch. 
July 14th, 1917. 

t 29 ] 




■mimmmmmmmmmtim 



m. 




The United States Takes Over the German 
Merchant Ship, "Vaterland" 

REPAIRING THE "VATERLAND" 
Organization and Trial Trip 

When the Vaterland of the Hamburg-American Line was 
taken over by the United States Navy it was found to be in 
urgent need of repairs throughout and the work of fitting the 
ship out for service as a Navy Transport was accomplished 
by civilian labor and the ship's force. The force at that time 
consisted of men of the Regular Navy and the United States 
Naval Reserve Force. These men worked long and faithfully 
to accomplish a task which the Germans claimed could not 
be done. 

One of the hardest propositions that was accomplished 
aboard the ship was the repairing and the tracing up of the 
plumbing of the ship, i.e., the fresh water and salt water lines. 
The plans of this plumbing could not be found and had 
evidently been destroyed by the German crew. In a great 
many instances it was found that lead fresh water lines had 
been cut and the ends squeezed together. In other instances 
entire sections of lines were cut out altogether and from in- 
vestigation it looked as if this was done maliciously when it 
was rumored that these vessels were to be seized by the 
United States Government. These pipe lines are all installed 
behind the panelling of the ship and when the water was first 
turned on numerous floods were caused throughout the ship. 
An amusing incident occurred on the trial trip to Guantanamo 

[ 31 ] 



THE U. S. S. LEVIATHAN 



Bay, Cuba, when the entire forward section of the ship's 
officers' rooms on the starboard side was flooded with about 
fourteen inches of water. 

The work of refitting deck gear and getting in shape 
lifeboat equipment was accomplished entirely by the ship's 
force and when the ship was finally ready for oversea service 
she carried more lifeboats than any other ship afloat. The 
outboard lifeboats, except in a few cases, are fitted with the 
Welin gear. This gear is electrically operated and when a 
boat is sent out over the ship's sides it can be dropped from 
the highest deck, i. e., "A" deck, to the water with safety 
within sixty seconds. There is life equipment aboard, consist- 
ing of lifeboats and the latest type of life rafts for over 
17,000 persons, so that a landsman sailing on board the 
Leviathan is well provided for and need not worry. 

The Leviathan is without doubt the most wonderfully 
constructed vessel below the water-line in the world. The ship 
is subdivided into fourteen water-tight compartments and every 
precaution was taken from the time the ship sailed from the 
Port of Embarkation until her return, to safeguard the vessel. 
The officers and men were untiring in their efforts. During 
a period of ten months and twenty-six days, this vessel carried 
over 100,000 persons, a total of approximately one-twentieth of 
the entire American Expeditionary Forces which were landed 
overseas. Four or five thousand additional troops could have 
been carried on board, but for the health and comfort and safety 
of all concerned, this additional number were not transported. 

The Leviathan is the only vessel in the American Trans- 
port Service which can sustain a speed of twenty knots 
across the Atlantic regardless of weather conditions. A vessel, 
one of the Navy Transports, claims that she beat the Leviathan 
by three hours in a homeward bound voyage, but the Leviathan 
steamed 100 more miles in return than this other ship and 
also had to slow down when within fourteen hours of New 
York on account of the height of the tide, as she can only 
go through the Ambrose Channel, the entrance to New York, 
at high tide. 

[ 32 ] 



THE U. S. S. LEVIATHAN 



The Leviathan made a round trip in sixteen days and 
eighteen hours; this included a stop of forty-eight hours 
overseas to coal ship. At that time she took on board over 
1,500 tons of fresh water and 4,500 tons of coal. This coal 
was placed alongside in lighters and was discharged by a 
working force of Army stevedores on the starboard side and 
the ship's company on the port side. In addition to this the 
cargo was handled and discharged by the ship's force, this 
being a creditable record. The commanding officer, officers 
and crew received a telegram of commendation from Vice- 
Admiral H. B. Wilson and Admiral Sims. 

According to a New York newspaper the credit was given 
to an Army Quartermaster officer. This officer had nothing to 
do with the handling of the cargo, the coaling of the vessel, 
or debarkation of troops, except to supply a working party of 
stevedores to assist the ship's force in coaling. The coaling 
of this vessel by the ship's force, when from 4,500 to 5,000 
tons of coal are taken on, is a large task, the largest coaling 
proposition ever accomplished by a Navy crew, as our largest 
battleships only carry about 2,800 tons of coal and they coal 
from colliers which are fitted with modern machinery for 
handling coal cargoes. 

Too much credit cannot be given to the crew of the 
Leviathan. They worked faithfully, earnestly and cheerfully. 
The men were all young, the prob-able average age being not 
more than twenty years. They were clean cut Americans, well 
behaved and willing and anxious to carry out orders and to 
whip the Germans. 

Seizure of the "Vaterland" by the United States 

When the World War broke out the Vaterland, Germany's 
largest passenger ship, was at her pier in Hoboken, New Jersey, 
ready to sail August 1, 1914. A mass meeting was held on 
this date at Atlantic Garden, Hoboken, by firemen, seamen, 
oilers and machinists of German ships in Hoboken, to discuss 
the war. All German ships that were in Hoboken had been 

[ 33 ] 



THE U. S. S. LEVIATHAN 



ordered not to sail. Being a part of the German Naval Re- 
serve they were subject to the orders of the German Admiralty. 
The Vaterland had booked 720 first class, 420 second class 
and 2,500 third class and steerage passengers. The Hamburg- 
American Line lost more than $500,000 as a result of keeping 
the Vaterland from sailing on August 1st. 

The piers were stormed by angry crowds that had ex- 
pected to sail and had purchased their tickets. The Hoboken 
police had much difficulty in handling the disappointed crowds. 
An extra guard was placed around the ship and at night 
searchlights and inspectors guarded the giant ship. 

Ten thousand German reservists on August 6th, de- 
manded of the German consul that they be sent back to 
Germany on the Vaterland so that they could join their regi- 
ments. There were nine German ships in Hoboken at this 
time — the Prinzess Irene, Friedrich der Grosse, Vaterland, 
President Lincoln, Pennsylvania, Barbarossa, Prince Joachim, 
George Washington and Martha Washington. 

Count Von Bernstorff, the German Ambassador, arrived 
in Hoboken from Germany on the S. S. Noordam, on August 
24th, for a brief visit. 

The clearing ship for all German officers in this country 
was the Aeolus. These officers came from all parts of the 
world. They had secret orders to go aboard that particular 
ship and stay until all arrangements were made for them to 
travel aboard outbound steamers. These officers played an 
important part in the interest and welfare of the Fatherland. 
This continued until the United States entered the war, when 
all German ships on this side were seized. The captain of the 
Aeolus, the chief engineer and the purser were ordered to 
Philadelphia to take ship to Germany. They ran the English 
blockade and succeeded in getting home. This captain was 
given command of a Zeppelin. He made a few successful raids, 
but was afterwards brought down and killed near London. 
When news of his death came all the flags on German ships 
were hoisted at half mast. 

[ 34 ] 



THE U. S. S. LEVIATHAN 



On board the Friedrich der Grosse (renamed Huron), 
the entire personnel were kept busy making bombs. These 
bombs were carried off the ship in separate parts and as- 
sembled at the main factory in Hoboken, which was disguised 
as a fertilizer plant. This was soon broken up, the men tried 
and sent to jail. 

The officers and men interned had many schemes for 
making money. A bazaar held at Madison Square Garden, 
New York, cleared at least $85,000 in a week. Moonlight 
excursion trips up the Hudson netted more money. This money 
was supposed to be for the wives, mothers and children of the 
men, but through the craftiness of a high functionary it was 
used for his own personal benefit and the upkeep of the 
German spy system. It was found that he used some of this 
money also for private speculation. 

When news of the sinking of the Lusitania came the Ger- 
man sailors celebrated and German officials made ready to 
destroy German ships in port at a moment's notice, for they 
knew that war with the United States was imminent. But on 
the morning of April 1st, the Germans were surprised to see 
one of our destroyers, No. 533, anchored off Pier 2. They 
thought this a great joke, but on April 5th, the United States 
officials rounded up German officers and men and sent them 
to Ellis Island for distribution to Federal prisons. 

On this date, United States armed forces seized ninety- 
one German ships in different ports. The Vaterland was 
taken over at 4 A. M., on the morning of April 5th. The 
seizure was made without any trouble or disturbance by 
the crew and they were marched off and sent to Ellis Island 
for transfer to Fort Oglethorpe, Ga. The night before the 
seizure took place, a conference was held on the Vaterland 
between three representatives of the American Government and 
the German commanders of the interned vessels. The German 
commanders were given to understand that there must not be 
any violence when the ships were taken over. They made no 
resistance. 

[ 35 ] 



THE U. S. S. LEVIATHAN 



The English Navy maintained a steady and vigilant patrol 
outside the three-mile limit of America. 



Description of the Vaterland and General Data 

The Vaterland was built at Cuxhaven, Germany, by Blohm 
and Voss, shipbuilders, of Hamburg, assisted by German naval 
architects and German army engineers. It was launched in 
the early part of 1914. 

The ship is equipped with 46 Yarrow boilers, German 
built, and are arranged in four firerooms separated by four 
watertight bulkheads. 8,731 tons of coal are carried and an 
average of 700 tons at 171/2 knots up to 900 tons at 211/9 
knots, is burned during twenty-four hours. 5,670 tons of 
fresh water are carried. This allowed every man aboard, 
including troops carried later and crew, six gallons per day. 
Cooking, drinking and water for washing is included in these 
figures. The ship is divided into fourteen watertight com- 
partments and all doors in the engine room spaces are con- 
trolled by compressed air and may be closed from the bridge 
by a master lever in case of accident or emergency. 

The following list of dimensions may also be of interest: 
The bridge is 87 feet above the water-line. The boat deck is 
101 feet above the keel. From the top of the smokestacks to 
the water-line is 146 feet. Fore and aft diameter of funnels 
is 29 feet. Athwartships diameter of funnels is 18 feet. 

A crew of 1,400 was carried by the Germans and a 
crew of 2,240 was carried when operated by the United States 
Navy. This included gun's crews, additional men for coaling 
at Brest, and a training complement. The ship is driven by four 
propellers. The shafts to which these propellers are attached 
are twenty-one inches in diameter. The propellers have four 
blades and are without a doubt the largest in existence, being 
fourteen feet from tip to tip. The shafts are driven by eight 
Parsons turbines, four in a cruising combination and four in 
a maneuvering combination. 

The ship is equipped with five passenger and six freight 
elevators, each capable of lifting more than a ton. 

[ 36 ] 



THE U. S. S. LEVIATHAN 



The rudder and steering gear are the largest known and 
the rudder and steering engine are the largest and most power- 
ful installed on any vessel afloat. 

Concerning the ground tackle, the data is: 

Stem anchor 24,000 lbs.; chain. . .150 fathoms 

Starboard, lower 22,000 " "... 150 fathoms 

Port, lower 22,000 " "... 165 fathoms 

Spare 22,000 " 

Stock or stream anchor. . 7,000 



The ship is equipped with a 36,000 candle power search- 
light and when lighted at night may be seen for a distance of 
forty miles. 

A German Account of the Seizure 

The following is a translation of a clipping from a Ger- 
man newspaper, the Tageblatt of Wurtemberg, taken from a 
dead German soldier, by a first-class private of Headquarters 
Troop, 27th Division, A. E. F.: 

It was translated and loaned by him to the ship's history 
committee while en route from France to the United States on 
board the Leviathan. 

The soldier while serving as an interpreter and doing 
intelligence work with the headquarters came upon this clip- 
ping in a queer manner on or about iVugust 31, 1918, imme- 
diately after Kemmel Hill had been evacuated by the Germans. 
The lines had formerly been held by the British and had been 
stationary for about four months until the Twenty-seventh and 
Thirtieth American divisions were given that sector. After 
being in the line a short while the Germans evacuated, fearing 
that the Americans might attack and his Imperial Majesty's 
Army had no wish to meet up with some of Uncle Sam's fire- 
eaters. While going over the field after the Germans had left, 
this man came upon a German soldier who had been shot in 
the head. He evidently had been dead for some weeks. Being 
a part of his work and duty, he took from the pocket of the dead 

[ 37 ] 



THE 



u. s. s. 



LEVIATHAN 



$8&k man a\x£ „$3atexlant>" 

ben ^gebiatfjan" tna<i)ti. 

21/6 bte Sfmertfaner am 6. &pnl 1917, am £age 
ber ftriegSerfldratig, ben SDarrtpfer „93ater(anb" mit 
©efcWig belegicn unb bie SBafafcung bon 33orb 
6rad)tBtt, fanben \\e bte 9ftafd>inen unbrau<f)bar gt- 
mo.i3)t. (<£& iauuctc flEcnata, bifi e* ilmen gcla.ig, 
ba3 ^s!)iff jo toel.t au^pbef fern, baft es luicbcr fcc- 
iiidjtta; murbe. 3>aS ©djfff mar an<^ ftix gana anbercn 
■3* l »«^«a.-J&eitmmt aB ber IKaffenberjcifjiffung Don 
©ofbaten una HRtrmftom--. Hm e§ "einigennafoen 
feiner ncucn Seftimmung anaubaffen fteTen bie 
Stmetfaner; It. ®Mn. 3-, tow bie $anbalen mit 
9?rten imb Sctgen im$ #dntmern fiber ben frozen 
39cm tor imb riffen bie foftbore ^rtneneinricfytung 
nut foIdytvK^macfjDcGen ftiicfftd&tSloftgfet fjerauS, 
ba% bie biYiditbotfen CPbelfjoIger nur ncxrj aB S3renn« 
bol3 m berroerten maren; 20 Qjtfenbafmmaaen 
r>i tr b>en mit ben Striimmern gefiiGt unb in £>obofen 
toerfaufr. Sftur bn£ gtep.e Otemalbe tm 5£rebbenf)aufe 
'tDiii-baH^iattBflcnwnmttt unb tm £>oteI ^Baltimore 
oufgcbdngt. #on ben erbofften 12 000 ober ga 
15 000 ©olbaten mar faum bie &alfte unter^u 
brtngen, mie it6crbaupt bie geftofylenen ^erfonen 
bambfer ber beiben beutfdf^n Sinten m$t bie 
ga juma^fraft aufmiefen, bie man iknen jugeftftrie 
ben fjarie-. ISkii G&i 16 beutfifjen Stiffen toaren tm 
gangcn nur runb 28 000 3?Mnn urtb ^500 ©fffetere 
auf einmal $u beforbern, unb bte $offnungen ber 
Stmerrfatfer erfubren infolgebeffen etne emb fin bridge 
Gmttdufdmng, £>ie ger.aubte beutfd^e Calotte ifi 
fcfoort redtf -erfcefcltdj geFtd^tet morben, benn unrer ben 
40 berfenften Xrubbelrfcfnffen ber Enterifaner be* 
fanben fid) ft<dt>exlid5 berfd)iebene beutfrfje. SD&nbe* 
ftenS toiffen mir auS amertramfdfcm GueHett, bdfc 
ber .,^rd[ibent Stncoln" am 31. 2£at etnem bentfcr)en 
SCorpebo jum ©bfer ft el, imb nun ift bte „3&ater» 
lanb" qefolgt. „$rdftt>ent- Sincoln" mar etne§ ber 
bier ©d^tffe, benen bit JRchtber ben urfbriing(Td>;i 
Seamen belaffen fatten; bie anbetn brei ftttb ber 
..(5>earge 2Bau>ington /, # ber ^raflberet 0ranr imb 
bke „^enn!t}Ibania' i . 3>te- /( 8^rtet£cfl!b - bccaegen 
tourbe in „2ebtatf>an" umgctcraft, bte „S^W1tV^U' 
aeifm Oecilie" in „a»ont SSemon* i>et^ ftoiUc ©« 
Ij^Im II." in .Moamemm" **** *« ^Stecrifa" in 
w 2l:metictt , ' 

^eTfmg«fe ^ibertbe bro^le folgen ^e ©jftaBc 
untg tfjceS S^etob / t>rfer'ftottEjll>ottb€iilac 



[ 38 ] 



THE U. S. S. LEVIATHAN 



man a newspaper, expecting to find some information that might 
prove valuable. He found the following translation which 
he immediately cut out and saved to show a friend on the 
Leviathan. 



How the "Vaterland" Was Made Into the "Leviathan" 

On the Declaration of War, April 6, 1917, the American 
robbers seized the steamer Vaterland along with others of the Ger- 
man merchant fleet that was interned in the United States. The 
crew and most all the ship's equipment have been taken off. 
However, they found the machinery unfit for use and it took 
them months to repair it and get the ship in a seaworthy condi- 
tion. The big ship was never built to carry troops and ammuni- 
tion, and to make it fit for such uses the thieves tore out all of 
our beautiful art and all of the fine woodwork, regardless of all 
feeling. Twenty freight cars full of wood and furnishings were 
taken from the ship and loaded in Hoboken to be burned. Only 
one great painting was accounted for. This was located above 
C deck at No. 1 stairway, and it now hangs in the Hotel — 
in New York. They hope to accommodate 12,000 or 15,000 
troops. This they will never be able to do, not even half that 
amount. On the sixteen stolen ships there was only room for 
28,000 men and 5,500 officers, so the Americans will have to 
change their hopes. 

The stolen German fleet has been greatly reduced, for surely 
of the forty troopships that have been sunk there must have been 
some of ours amongst them. Nevertheless, we know through 
American sources that the President Lincoln fell to the mercy of 
a German torpedo on May 31st. The President Lincoln was one 
of the four sister ships seized by the robbers. The other three 
were the George Washington, President Grant, and the Pennsyl- 
vania. Some names have been changed to the following: The 
Vaterland to the Leviathan, the Kronprinzessin Cecilie to the 
Mount Vernon, the Kaiser Wilhelm II to the Agamemnon and the 
Amerika to the America. 

The Vaterland lay at Hoboken with her German comple- 
ment of officers and men intact and protected by the splendid 
neutrality of the American Government. To the date of the 
declaration of war, April 6, 1917 (Good Friday, 1.13 P. M.), 
the huge ship aided the German Red Cross by a series of 
social entertainments on board given under the auspices of 

t 39 ] 




Upper—Engine Operation Board. Center— B Deck Promenade. 

Lower — Alongside Pier 4. 




,'4, . '4 T > 










Upper Left— Looking Aft from the Bridge. Upper Right — Par.w \m:. 

Lower Left— The Stern Anchor. Lower Right— The Fog Bell. 



THE U. S. S. LEVIATHA A 



ship's officers. A great number of prominent people attended 
these fetes. 

Early in April, 1917, the ship was taken over by the 
United States Customs Officials. The customs officials inspected 
her and put aboard guards which were later replaced by several 
civilian employees of the U. S. Customs. The guard was in- 
creased later to about sixty men from the Police Reserve from 
the 37th Precinct, New York City. 

Damage Done to Ship Before Seizure 

The lower decks were found to be in a filthy and unsani- 
tary condition, only the upper decks, open to inspection, were 
found clean and inviting. The ship's furnishings in the state- 
rooms and public assembly rooms were magnificent and 
showed a high degree of taste and art. The paintings of dif- 
ferent notables, Bismarck, Lincoln, Washington, Roosevelt, etc., 
were later removed. In the engine room, fire room and dynamo 
space, much deterioration had taken place. 

The vast accumulation of ship's stores and provisions, 
the high class wines, the magnificent table linens and china 
and glass ware and about $150,000 worth of silver ware were 
taken off the ship and placed on the pier for further disposi- 
tion. Much of the medical supplies and provisions as well 
as different furnishings from the staterooms were found 
to be missing. It is said that these were taken by the German 
personnel before the ship was taken over by the American 
authorities. The latter destroyed some of the medical stores 
found on board fearing that drugs and medicines might have 
been tampered with and poisonous drugs compounded with 
non-poisonous and placed in chests bearing false labels. 

A marine construction company sent down divers to do 
necessary work scraping the bottom and to locate the pro- 
pellers. Owing to the destruction or disappearance of all 
blue prints as to the location of the various propellers, it was 
a matter of some delay. These blue prints were later found 
in the Hamburg-American Line's office and some of them 
proved inaccurate. United States Secret Service Agents raided 

[ 42 ] 



THE U. S. S. LEVIATHAN 



the Hamburg-American's office on Broadway, New York City 
and discovered them with other secret diplomatic correspon- 
dence showing the machinations of Germany in Mexico and 
South America. In the hull of the ship many articles of Ger- 
man handiwork and craftsmanlike skill were found, such as 
small toys, probably carved by the crew for sale among the 
visitors to the ship in order to obtain some spending money. 

The crew of the Vaterland numbered 1,200 during her 
transatlantic voyages. But at the time of her seizure they 
numbered only about 300 as a large number of the crew, in 
order to make a livelihood, left the ship and established them- 
selves in different positions in hotels and restaurants of nearby 
cities and upon other ships. 

When the United States Customs Officials took charge, at 
4 A. M., April 6th, they searched everybody who came aboard 
thereafter and detected a number of men having articles of 
destruction. Several attempts to smuggle small bombs and ex- 
plosives into the coal chutes from the coal barges alongside were 
frustrated by the guards. When the Navy took over coaling 
the ship, a more vigilant guard was maintained. The guards 
had orders to keep off all unauthorized boats at a distance of 
100 yards. There was much reason for this strict order. 
The United States Customs Officials turned over the Vaterland 
to the United States Shipping Board. Among the shipping 
board employees was a number of hardy Filipino and Hawaiian 
firemen, very sturdy and enthusiastic about their work. They 
were presumably from merchant ships in or about the harbor 
and they gladly offered their services in behalf of their adopted 
country. "Africans" was a favorite sport with them. 

During the hot spell of July, 1917, several of the Filipino 
firemen were affected by the intense heat and were removed 
to the hospital for observation. All employees on the ship had 
their identification cards with their photograph attached. 
Hoboken was a hotbed of pro-Germanism and our officials 
could not be too careful. 

At 10 A. M., July 25, 1917, the American flag was hoisted 
under the orders of the Navy Department. This interesting 
ceremony, which meant so much to the oppressed peoples of 

[ 43 ] 




Upper— Leaving New York. Center— In Mid-ocean. 

Lower — Entering New York Harbor with 27th Division. 



THE fj. S. S. LEVIATHAN 



the world, was witnessed by only a few men. The first draft 
of seventy-one firemen came aboard later in the day. The main 
dining room was converted into a mess hall for the troops, 
and the beautiful swimming pool of Pompeiian decoration was 
turned into a baggage room. The after baggage room was 
turned into a brig (or ship's prison), and a powder magazine. 

The first entry in the official log of the former German 
ship Vaterland follows: 

8 A. M. to Meridian 

At 10 A. M., July 25, 1917, the U. S. S. Vaterland was 
placed in commission by Captain J. W. Oman, U. S. N., in accord- 
ance with letter C-467-4 from the Commandant of the Navy Yard, 
New York. 

The watch was set. The following officers were attached to 
this ship: 

Captain J. W. Oman, U. S. N.; Ensign A. H. Bateman, 
U. S. N.; Assistant Paymaster L. B. Foster, U. S. N. R. F.; Assist- 
ant Paymaster H. B. Judkins, U. S. N. R. F. Fifty-five (55) 
workmen were on board, work going on in the engineering 
department and on deck under the direction of the shipping board 
and customs officials. Divers cleaning bottom. 

(Signed) Fred K. Harper, Lt. (j. g.) U.S.N.R.F. 

During this period work was progressing steadily under 
the direction of the different heads of the departments and 
there is nothing of special interest to relate. 

A carrier pigeon, w-7463, fluttered through the air and 
dropped dead on C deck. 

• One fireman was court-martialed for using profanity, thus 
showing the quick application of Navy discipline. 

Named "Leviathan" 

On September 6th the name of the German ship Vaterland 
was changed by order of the Secretary of the Navy, without 
ceremony, to the U. S. S. Leviathan, meaning monster of the 
deep and mentioned in the Book of Job in the Old Testament. 

Small -fire on board, September 23, 3.50 A. M., "F" 
Deck, aft. 

[ 45 ] 




Upper — Troop Galley (kitchen). Center — Troop Mess Hall. 

Lower — The Ritz-Carlton and the Winter Garden. 




ill! ill W 



2~i ri 

it. 



Troop Spaces 



THE U. 5. 5. LEVIATHAN 



On September 26th there was a large amount of "Im- 
perial*' sausage received aboard. 

In the latter part of October, 1917, the big caliber guns 
were placed upon their respective mounts. A depth charge 
chute was erected on the stern and fire control and range find- 
ing apparatus were installed to insure the accuracy of the guns. 

All the staterooms on the lower decks of the ship were 
ripped out to make room for standees, which are an open iron 
frame work with canvas bunk bottoms to be occupied by the 
troops in transit to France. 

Work was begun in the main theatre and ball room to 
convert it into a hospital for troops and crew during trans- 
atlantic voyages. 

An isolation ward was established in the gymnasium on 
"A" Deck for contagious cases. The ship's doctor's office was 
used as a sick call station and dispensary for troops and crew. 

Dock trials took place in the morning watch of Novem- 
ber 12th. These trials lasted until 2 P. M. The ship reported 
ready for sea and on November 17, 1917, a trial trip to Cuba 
was made. 

The Crew-Ship's Organization 

Before describing the trial trip it is well to say something 
here of the crew and the ship's organization, which was a vital 
factor in the successful operation of the Leviathan and its par- 
ticipation in the World War. 

The crew of the Leviathan is divided into two main parts, 
one part consisting of the deck divisions and the other of the 
engineer's division. The deck force is composed of nine divi- 
sions all told, four of which do the deck work proper and five of 
which are special branches. The deck divisions are divided 
into four sections each and the engineer's division into three 
sections. Each man of the crew is assigned a number which 
gives his division, section and personal number. For instance, 
the man holding the number 841 would be the first man in the 
fourth section of the eighth division. The first figure of the 
number is the division, the second figure the section and the 
third figure or third and fourth figures together is the man's 

[ 48 ] 



THE U. S. S. LEVIATHAN 



number. The men of the deck force wear a white band around 
the left arm at the shoulder on blue uniforms, and a blue band 
on white uniforms. The men of the engineer's force wear a red 
band on both blue and white uniforms. The petty officers of the 
deck force proper wear their rating badges on the right arm 
and all other petty officers wear them on the left arm. 

The first, second, third and fourth divisions are the men 
detailed for the deck work, manning guns, lookouts, lire control, 
etc. The first division has the fore part of the ship or fore- 
castle; the second division the top deck; the third division the 
inside decks and the fourth division the after part of the ship. 
The fifth division is known as the repair division, and consists 
of the carpenters, painters, plumbers, buglers, yeomen and 
other men of special ratings. 

The sixth division is known as the navigators' division 
and consists of the quartermasters and signalmen. The seventh 
division is the hospital corpsmen. The eighth division is the 
Supply division and consists of the personnel of the Pay and 
Commissary branches and the mess attendants or waiters. 

The ninth division is known as the Bluejacket guard and 
has the policing of the ship, also furnishes orderlies for the 
Commanding and Executive officer and all ship's guards. 

The tenth division is the engineer's force consisting of 
half the ship's crew, and includes all men working in the 
engine rooms, firerooms, and dynamo rooms. The radio force 
of the ship is also included in this division. 

The ship's complement is 68 officers and 2,240 men. 

The Trial Trip 

"I have to report that the Engineering Department of 
this vessel is in all respects ready for sea." 

Thus read Lieut. V. V. Woodward's official report to 
Captain J. W. Oman, November 16, 1917, an expression of 
confidence not unanimously shared by the crew or public. The 
Captain, Engineer Officer, the Navy Department, were confi- 
dent she would leave despite boasts to the contrary by German 
agents and sympathizers. 

[ 49 ] 



THE U. S. S. LEVIATHAN 



Promptly at 9:30 A. M., November 17, 1917, upon 
signals from the bridge, steam was admitted to the Leviathan s 
great turbines, the hull was felt to quiver slightly, and the 
greatest passenger carrying ship on the ocean backed smoothly 
from her moorings of three years into the North River. Here 
was another triumph of Yankee ingenuity. 

No blare of brass bands was heard, no cheering crowds 
thronged the river front, as, amid a fleet of eighteen tugs, the 
former pride of the German maritime world, manned by an 
all-American crew, straightened her course and under her own 
power, headed slowly for the open sea. 

On board were 241 marines, in addition to the crew, 
bound for Cuba to relieve a detachment of seasoned "Devil 
Dogs." Prior to sailing, Captain Oman had issued an order, 
stationing these men in conspicuous positions about the upper 
decks, giving the appearance from the river front that thou- 
sands of troops were bound overseas to swell the numbers of 
the American Expeditionary Force. 

Anchorage was made off Fort Wadsworth that afternoon 
to permit a thorough inspection of machinery spaces. The 
result was that "The Engineering Department was in all re- 
spects ready for sea," for, aside from a few minor repairs, 
the renewal of a gasket here, a nut tightened there, no defects 
were revealed. 

At high tide the morning of the 18th, she steamed slowly 
through Ambrose Channel, shifted to high pressure cruising 
combination and began speeding eastwards at eighteen knots. 

Numerous craft sighted the Leviathan, her course was 
noted by westbound steamers and thus was the rumor "con- 
firmed" that she was on her initial trip to France, laden with 
thousands of troops. 

Throughout the day, under the supervision of Lieut. C. H. 
Boucher, gun crews were given instructions. Small arms, 
abandon ship, and fire and collision drills interfered seriously 
with the sighting of flying fish, leaping porpoises, and the 
discussion of "Why is the Gulf Stream?" 

Trouble was first encountered on the 19th, when a valve 
stem on the differential valve of the port steering engine broke. 

[ 50 ] 



THE U. S. S. LEVIATHAN 



The ship is equipped with two steering engines and the star- 
board engine was quickly cut in and the voyage resumed. 
Similar trouble occurred the succeeding day, leaving the ship 
without power to hold her course. The engines were stopped 
and the Leviathan lay helpless, a plaything of the winds and 
currents. 

Anxious Hours 

These were anxious hours for the officers and crew alike. 
Sleep was forgotten, personal comforts were of secondary 
importance. Lieut. Woodward haunted the steering engine 
room, pored over blue prints, conferred with assistants, 
advised and worked with the men. New stems fitted to replace 
ihe broken ones, permitted runs of short duration, then they, 
too, broke under the strain. A quantity of these stems, broken 
and twisted, were found in a store room, an indication that its 
former operators had experienced trouble of this nature. 

For twenty-four hours the crippled ship made spasmodic 
runs to the northward; first one, then the other, then both steer- 
ing engines became inoperative. The Engineer Officer grew 
haggard. The ship's doctor insisted that he get some sleep, but 
a few hours' restless tossing upon a couch, and he would be 
seen again, making his way aft to the steering engine room. 

The solution of the problem came to Lieut. Woodward 
during one of these brief respites. Clad in greasy dungarees, 
reclining upon a couch, following thirty-six hours of constant 
toil, Lieut. Woodward suddenly jumped to his feet and 
assembled the tired mechanics, and explained his plan. The 
machine shop was invaded and a new stem of heavier design 
and altered pattern was fitted. 

Then, under the anxious eyes of the Captain, Engineer 
Officer and First Lieutenant, a test was made. The throttle 
was thrown clear over, permitting the engine to race, and the 
new stem held. It is still holding, like its mate of similar 
design, after more than 100,000 miles through the wind-swept 
North Atlantic. 

During the voyage south to Cuba, the crew shifted into 
white uniforms. The port holes were closed tight and painted 

[ 51 ] 




Upper — Clump for Paravanes. Center — Moored in Brest. 

Lower — The Huge Rudder. 




Under Water Body of the "Leviathan' 



THE U. S. S. LEVIATHAN 



deep black. All precautions were taken against unexpected 
attack. We passed close aboard Matling Island, or San Salva- 
dor whereon Columbus first set foot in the New World. 

We rounded Cape Maysi Light and headed up for the 
harbor of Guantanamo Bay. While changing troops at the 
mouth of the harbor, our great draft precluding our entrance, 
the men-of-warsmen initiated the rookies into the delights of 
shark-catching. 

Catching Shark 

While lying at anchor off the beautiful harbor of Guan- 
tanamo Bay, those of the crew who were off watch were loung- 
ing around the open decks and enjoying the heat of the tropical 
sun. Among the crew were some old navy men who had 
visited this port before and knew from experience that these 
waters were infested with sharks. They suggested that a line, 
hook and bait of some kind be procured and an attempt be 
made to catch sharks. 

The necessary articles were obtained, the hook being 
double-pronged. To this was tied a whole cow's liver — a 
juicy and inviting piece of bait. 

The waters of the bay were calm and from "B" deck, 
when the fishing line, which was of 1 inch hemp, was thrown 
over, one could see the hook and bait fully thirty feet below 
the surface of the water. 

In a short time a large black body with a white belly 
swam with lightning swiftness past the line several times, dart- 
ing back and forth, but on a sudden it turned, seized the bait 
and tried to make off with it. The end of the line on deck 
was tied to a stanchion which gave the shark a strong opponent, 
and a terrific struggle followed both on deck and in the water, 
for as soon as Mr. Shark struck, about 40 men grabbed 
the line and began to run across the deck, pulling the fighting 
monster out of the water onto the deck. 

As soon as the shark landed on deck every one scattered, 
for the big fish began frantically to lash his powerful tail and 
snap his jaws. No one dared approach him. 

[ 54 ] 



THE U. S. S. LEVIATHAN 



Finally when the shark was exhausted, one of the 
Leviathan s butchers drove a cleaver into the strong skull and 
ended the death struggle. The same piece of bait obtained 
three other sharks before it was lost, owing to a slack in the 
line, when a ten-footer tried to join the company. The line 
broke and the prize, and hook and bait, with about thirty feet 
of brand new line, was lost. 



[ 55 ] 




mmmmmmmmmmm m 





mmmsmmmmiiw mi m ■ 




i-jlfcfy'*'— y" «t y p. » c » q »^« lw *H! y ' 



Running The War Zone 
FIRST VOYAGE TO LIVERPOOL 

At 7.34 A. M., December 15, 1917, the Leviathan left 
her pier in Hoboken for her first trip across the Atlantic. 
Twelve tugs were employed to assist in swinging the bow of the 
giant ship toward the sea. The following organizations and 
numbers of troops were on board, in addition to some notable 
passengers: 

No. 7,254. Organizations — Base Hospital, No. 31, Fe- 
male; Base Hospital, No. 34, 82nd Brigade Hdqts., 163rd Inf., 
164th Inf.; Commanding Officer, Brig. General Edward Vell- 
ruth, 82nd Brigade. 

The morning was rather raw, with the snow falling 
heavily, but nothing could dampen the ardor of the 7,254 
troops and 2,000 sailors on board. We were about to cross 
the ocean, most of us for the first time, and the hazard of the 
perils of the submarine, whose operations were more active 
at this period of the war than at any other time, and the 
excitement of the adventure, if nothing else, was sufficient 
reason for everyone to keep his spirit up. 

Passing through Ambrose Channel, the ship headed for 
the open sea with the compass pointing due east and the 
propellers revolving at the rate of 158 revolutions per minute, 
which is equivalent to 21 knots. Until sundown this same 
night, a zig-zag course was maintained, not because of the 
danger of submarines, for none were reported off the Atlantic 
coast at this time, but in order to give the officers and men 

[ 56 ] 




At Sea 



THE U. S. S. LEVIATHAN 



on the bridge an opportunity to become thoroughly acquainted 
with this method so as to be familiar with it when in the 
danger zone. 

Abandon ship drills were held this day, all members 
on board falling in at their respective boats and rafts in a 
quite orderly fashion and lowering the boats in a remarkably 
short time. 

At 2.00 A. M. the next day, December 16th, lights of 
western-bound ships were sighted off the port bow. The sky 
was completely overcast, with a rough northwest sea, accom- 
panied with fresh strong breezes. Our speed averaged 20 
knots this day, all 46 boilers in the fireroom being in com- 
mission. The clocks were advanced 47 minutes. 

The next day a moderate gale was blowing and we passed 
through heavy rain squalls. Due to the heavy sea our speed 
was reduced. The sky remained overcast with the barometer 
dropping steadily giving little hope of the weather moderating. 
The customary drills of abandon ship and fire alarm were gone 
through. The water-tight doors, so essential in case of sub- 
marine attacks, were tested and found 0. K. 

The sea moderated sufficiently the next day to allow us 
to increase speed once more, this time to 2iy 2 knots, although 
the ship rolled and pitched considerably as the heavy swells 
struck her, many of the troops on board showing the effects 
of the inevitable jnal-de-mer. We passed through a thick fog 
when off the Grand Banks. 

On the 19th, while holding abandon ship drill, twelve 
rounds of ammunition were fired from the various guns, in 
order to keep them in tip-top shape and to give their crews the 
necessary training in loading and firing. At night the sky 
cleared considerably, the first sign of good weather we had 
since leaving Hoboken. The barometer rose steadily, a smooth 
sea running with a moderate breeze. From day to day we 
continued setting our clocks ahead. Up to this time the entire 
crew was in ignorance of the ship's destination, but when the 
course was changed to northeast, it was quite apparent to us 
that we were headed for "Blighty." 

[ 58 ] 



THE U. S. S. LEVIATHAN 



We were passing through the Gulf Stream and the 
weather remained clear and fairly warm. A private in Co. H, 
163rd Regt., was placed in the brig for safekeeping, at the 
request of the brigade commander, demonstrating that the 
soldiers on board were subject to the same discipline as were 
the crew. Not long after this a member of the crew was disci- 
plined for failing to wear his life-jacket. 

The good weather did not remain with us very long, for 
on the 22nd the wind picked up to 65 miles an hour. We 
were rapidly approaching the war-zone and the men were 
continually cautioned not to neglect wearing their life-pre- 
servers at all times, day and night, not to undress upon turning 
in, and never to strike a match on the open deck at night. In 
fact, it was contrary to ship regulations for an enlisted man to 
carry any matches at all about his person. It is a fact that 
the glare of a lighted match or cigarette is visible for half a 
mile on the open sea at night and guards vigilantly patrolled 
the outer decks in order to prevent any neglect along this line. 

About midnight, while running close to the danger zone, 
the wire controlling the siren contracted, due to the extreme 
cold weather, and like a bolt out of a clear sky, the siren went 
off automatically. The siren is used only in case of emergency, 
to notify all hands on board of some impending danger, and 
going off accidentally as it did caused quite some excitement 
on board, especially in the case of the Red Cross nurses. 
Many of the latter had been quite seasick the greater part of 
the trip, but the excitement tended to relieve them somewhat. 
After some difficulty the trouble was remedied. 

At 4 A. M., the morning of the 23rd, in a treacherous 
sea, our convoy of American destroyers, the famous submarine 
annoyers, were picked up. It is hard for one to describe the 
feeling and excitement of picking up a convoy of destroyers 
at night and we believe that it is quite impossible for the reader 
to understand how much it means to 10,000 souls on a ship in 
the danger zone when the word is passed that destroyers are 
with us. On the morning of December 23rd, at 4 A. M., out 

[ 59 ] 



THE U. S. S. LEVIATHAN 



of the black sky just before dawn and in a heavy sea with 
a strong wind blowing, a small white wake was seen by the 
lookout on the bridge. At first it was taken for the wake of 
a periscope and the gun crews were called to quarters, then 
as the guns were trained on it, a small white flash was seen 
blinking the American recognition signal, and we then knew 
that it was one of our destroyers. We picked them up out of 
the black sky and a heavy sea until there were seven little 
wasps that spelled danger to the Hun submarine. They sped 
along with us while we zigzagged in and out on our course. 
They crossed our bow and ran in and far out on each side of 
us, always looking for the sub that might be lying in wait 
for us. Their motto was "go get 'em." They never waited 
for a sub to attack first, they always started the fight provided 
that "Fritz" was willing to show himself and we want to say 
right here that he was very reluctant to do so when an American 
destroyer showed itself. 

It was difficult to carry on signal communication with the 
destroyers in a heavy sea; they were submerged in the trough 
so that their slender masts looked like periscopes. 

The Outer Guard 
A tribute to the Destroyers by John Oxenham 

Bold watchers of the deep, 

Guards of the Greater Ways, 

How shall our swelling hearts express 

Our heights and depths of thankfulness 

For these safeguarded days? 

Grim is your vigil there, 
Black day and blacker night; 
Watching for life, while knavish death 
Lurks all around, above, beneath, 
Waiting his chance to smite. 

Your hearts are stouter than 

The worst that Death can do. 

Our thoughts for you! — our prayers for you! 

There's One aloft that cares for you, 

And He will see you through. 

[ 60 ] 



THE U. S. S. LEVIATHAN 



Don't think we e'er forget 

The debt we owe to you! 

Never a night but we pray for you! 

Never a day but we say for you — 

"God bless the gallant lads in blue! 

With mighty strength their hearts renew. 

Bless every ship and every crew! 

Give every man his rightful due! 

And bring them all, Oh, God! safe through. 

A submarine was reported on the surface of the water 
in the early afternoon, about seven miles off the starboard 
beam, but upon her flashing out the recognition call we imme- 
diately knew her to belong to one of the Allies, very probably 
British. Soon after this a British dirigible was sighted dead 
ahead. She was painted aluminum color, rendering her 
almost invisible in the distance and apparently she was doing 
scouting duty in these waters. 

At 5 P. M., the 23rd, South Stack Lighthouse was passed 
on our beam, and we headed our course up St. George's Chan- 
nel. After sundown the destroyer that had our pilot on board 
took up a position directly ahead of us and acted as guide for 
the entire convoy. 

Later in the evening, 8.36 P. M., our engines were slowed 
down to allow the pilot to board from the destroyer and at 
9.42 that night both engines stopped completely and our anchor 
was dropped just outside of Liverpool, England, while the 
destroyers circled around us during the night, protecting us 
from any possible attack. We passed the night in this anchor- 
age. At 6 A. M. the next day, December 24th, we up- 
anchored and headed for the River Mersey, passing close to 
Bar Light Vessel. One of the men stationed aboard this vessel 
gave us a "Merry Christmas" through a large megaphone. 
Many of us had almost forgotten that this was the day before 
Christmas; in fact, as later events proved, Christmas had very 
little cheer for us. 

Formby light was passed at 8.45, and Crosby Light 27 
minutes later. We were now in the Mersey, our speed was 
reduced and because of the shallowness of the water in the 
river, men were placed in the chains to sound continually the 

[ 61 ] 



THE U. S. S. LEVIATHAN 



depths of the water. We steamed up the river without mishap 
and ran alongside the Princess Landing Stage, which because 
of the heavy draft of the tide in this river, is a floating stage. 
Our lines were thrown to the dock and made fast. No sooner 
had this been accomplished than the gangway was thrown over 
and the soldiers commenced disembarking. This continued 
throughout the day. 

Shortly after arriving news came to us of the sinking of 
a British pilot boat, with the loss of all hands. This same 
pilot boat had been mined in almost the same position that 
we were lying in the night before, in fact many of us remem- 
bered the boat as it was cruising around us, warning all out- 
going ships of the latest submarine activities. It was purely 
a matter of luck that we had escaped a similar fate. 

The celebrated docking of the biggest ship in the world 
at Liverpool, without plans, by Naval Constructor Alfred W. 
Minuse, N. R., is the subject of a special article. 

Liverpool 

The first liberty party from the Leviathan while in Liver- 
pool, left the ship at 4.30 P. M. on December 24th, and was 
due back at noon on the 25th, which was Christmas, and it 
turned out to be a gloomy, cheerless Christmas, for most of 
the boys had never been away from home on that sacred day 
before. Their first impression of the city was a poor one — 
dimly-lighted streets, cold rain, dark alleys, and foggy river. 
Dismal, indeed, after leaving a land of sunshine and bright 
lights and coming to a land mostly of darkness and rain. The 
sun did not rise during this time of the year until nearly 9 
o'clock, at least that was the time that it was supposed to rise, 
but it was seldom that we had the pleasure of seeing it even 
for a full hour. Sunset was at 3.30 P. M., or in the vicinity, 
so it will be seen that the days were real short during this 
season. To think that we were to spend two months or more 
in this country! We certainly were sorry for the men who 
were stationed there and we would not change places with them 
for a Navy clothing contract. The city appeared remarkably 

[ 62 ] 




Upper — A Storm. Center — War Paint. 

Lower — Disembarking Troops (Liverpool). 



THE U. S. S. LEVIATHAN 



true to type and character described by Conan Doyle in his 
books. Without a doubt our impression would have been much 
belter if we had been there in time of peace. We did not realize 
the trials that England had been through in the years before 
we entered the war. Her best men had gone to fight and her 
streets had to be kept dark because of air raids. Then there 
was a food problem. The German U-boats sunk everything 
possible that came within the range of a torpedo or a gun, so it 
may be seen that England depended mostly on her ships to 
bring food to her brave people and armies. When our crew 
went ashore it was with great dismay that they viewed the food 
problem — a meat card, a bread card, a tea card, a butter card, 
were all necessary for a fellow to get a meal, and what was 
worst of all, there was no sugar for our coffee and not being 
tea drinkers we were very much grieved to find out that we 
must use a chemical called saccharine to sweeten our coffee. 
However, we soon got used to it, but whenever possible we 
stayed on the ship for meals to make sure of things. It may 
be mentioned that at the time there was no American Y. M. 
C. A. in Liverpool. The English "Y" was as bad as the res- 
taurants as far as eating was concerned. The English mode 
of travel was another puzzle to the American Bluejacket, there 
being three different class distinctions. It seemed queer to an 
Englishman that an American sailor should ride in a first 
class compartment on a train supposed to be only for the 
"higher class" people. It took our bluejackets quite some time 
and cost a few black eyes and bumped noses to convince some 
Englishmen that an American would not stand for any inferior 
rating. 

The English money was not such a puzzle as we had ex- 
pected to find it. In a few days and with the loss of a few 
dollars in short change we soon learned to count it. We even 
have reason to believe that during our first few liberties ashore 
we actually received full value for our money in some instances. 
One of the many questions asked us on our return was: How 
and what are the English girls like? Gee! what a question to 
deal with. Well, here goes for a hard try to be fair in all 
cases. We found that most English girls are not stuck up and 

[ 64 ] 



THE U. S. S„ LEVIATHAN 



are always willing to speak to a "gob" if he so desired. They 
are more masculine than our girls. Girls run after a car and 
hop on it while it is going at a good speed, and as far as good 
looks are concerned there are pretty girls and then there are 
others — of course this may be found the world over and in any 
country. The streets of the city were, for the most part, narrow 
and nearly always muddy and if a fellow came back to the ship 
without wet feet it was something unusual. There were shows 
of different kinds: vaudeville, drama, and musical comedy, not 
forgetting the movies and Charlie Chaplin. The shows helped 
lo fill up a great lot of our time. 

We were not at all sorry when we were told that we were 
lo leave in a few days, as all the necessary work had been 
finished. The ship had been camouflaged in a most queer 
design by English experts, which made it appear more gro- 
tesque than ever. 

The camouflage design was so perfect that when the 
destroyer convoy met us at sea it was necessary for them to ap- 
proach us in the shape of a fan to make sure as to the direction 
we were going. Many persons have been misled as to the real 
use of camouflage on ships. Contrary to most beliefs it is 
not to make a ship absolutely invisible to a submarine, but to 
deceive the eye of the periscope in the submarine. A ship 
is disguised so that from a distance it appears to be going in 
an opposite direction, or on an angle to the real course 
traveled. 

On Lincoln's Birthday the Leviathan left Liverpool. We 
had gone through a rough vigil. If one were to ask us what 
it was we liked best in Liverpool we would have answered, 
"The first ship back to the states," for Liverpool, with its bleak, 
dimly-lighted streets and the piercing, foggy atmosphere was 
no attraction. 

We were in a heavy sea practically from the time we left 
the Mersey until within a day or two of New York. 

One interesting event occurred soon after our departure. 
The Porter, one of the cracker jack destroyers, sighted a sus- 
picious spar in the water. With an abrupt change of course, 
and almost turning in her own length, she made direct for the 

[ 65 ] 



THE U. S. S. LEVIATHAN 



object, dropping a 300-pound depth charge of T. N. T., which 
blew the spar to atoms. At this time the crew was down 
"chowing," enjoying the famous Leviathan "turnovers." The 
explosion of this charge shook the ship and all hands rushed 
on deck. 

High Seas 

The violent seas broke over our fo'castle, throwing the 
spray as high as the Hying bridge, 100 feet above the water. It 
tore gun rails apart, lifted lifeboats from their fastenings, 
opened shell cases and did considerable all-around damage. 
Some good came of it — the first division men found no reason 
to wash down decks for some time to come. 

The destroyers were unable to keep up with us, and it is 
remarkable that they stayed with us as long as they did. The sea 
proved too much for them. When caught in the trough formed 
by two high waves, hardly more than the top of their stacks and 
masts was discernible. They trailed behind us the entire next 
day, within radio call, and turned back upon receiving word 
from us that we were out of the danger zone. The danger from 
submarines was rather slight when it is considered how difficult 
a matter it would be for them to launch a torpedo accurately 
in a heavy sea. 

We continued upon our course without event until off the 
Grand Banks of Newfoundland. Here we ran into a fog so 
thick that it was impossible to see our bow from the bridge, and 
every minute for eight hours of this day our steam fog whistle 
blew steadily, warning all nearby ships of our approach. 

Nantucket Lightship, the first indication of land, was re- 
ported by one of the signal boys on the night of February 18th. 
Montauk Point and Shinnecock Lights soon followed and the 
next morning found us at the entrance to New York Harbor, 
our first overseas trip successfully completed. 

The ship was brought up the river to the dock in the 
thickest fog seen for years. Capt. W. S. McLaughlin gauged 
the turn nicely and Capt. W. J. Bernard had a tug stationed 
att the end of Pier 4 to guide the Leviathan in by whistle 
signal. It was a highly creditable performance. 

[ 66 ] 



THE U. S. S. LEVIATHAN 



Second Trip to Liverpool 

After a stay of thirteen days in New York, during which 
time our supplies were replenished and minor repairs and alter- 
ations were made, we steamed out of New York Harbor on 
March 4th, for our second trip overseas. On board we had 
8,242 troops, with the following organizations: 

120th Field Artillery, 121st Field Artillery, 2nd Motor 
Mechanics, 9th and 10th Brigades, 20th F. A., 5th Div. School; 
Maj. Gen. J. T. Dickman. Accompanying us was H. B. Davison, 
Chairman of the War Council, American Red Cross. After pass- 
ing out of the channel we dropped our Pilot at Sandy Hook and 
once more set our course at 90 degrees headed due east. Fire 
Island Light was passed abeam at 2.43 the same afternoon. We 
were making a standard speed of 20 knots which was maintained 
throughout the day while the weather remained clear and the sea 
smooth. After sundown the ship was darkened with the excep- 
tion of a few blue lights, commonly known as battle lights, lo- 
cated at the various watertight doors and at the stairways. For 
two days following, the weather remained moderate with occa- 
sional rain squalls and light northeast winds. From this time on 
all of our watertight doors were kept closed while an army guard 
kept constant watch on all doors to see that they were not tam- 
pered with or opened. Abandon ships drills were held each day 
and it may be mentioned that there was ample lifeboat equip- 
ment for every soldier aboard. Each soldier was provided with 
a lifebelt. On the afternoon of March 7th smoke was sighted 
dead ahead, we discovered it was a British cruiser and a half 
hour later we passed her, on our starboard beam 15,000 yards 
distant. On this same day a soldier on board was placed in 
solitary confinement for making seditious remarks. 

At 6.15 A. M., March 9th, the following radio message, 
which was sent broadcast to all ships, was received: 

"Vessels may meet three Allied submarines now proceeding 
from New London to Bermuda. Not escorted at present." 

We entered the War Zone on the eight to twelve watch on 
the morning of March 11th, picking up our escort of destroyers, 
seven in number. 

[ 67 ] 



THE U. 5. S. LEVIATHAN 

llllllllllllllllllll iiiii ; iiir.iiiiiiiuiil illlllllllllllllll 11 liiii:iii;iiin i : mi. in: ' .milium 111:1111: run :m 1 1 1 .' ■ 1 1 111 ih, , :i/nr gini:iii! 11111111111111111111111 

The rendezvous is previously arranged by cable and the 
destroyers are picked up by wireless from 24 to 36 hours 
before meeting. The times of arrival at the rendezvous are 
exchanged, and the meeting place arranged. 

After picking up our escort, of which the Destroyer 
Manly was the senior ship, we proceeded on a zigzag course 
heading again for Liverpool. While passing through St. 
George's Channel the Manly was seen to suddenly swerve out 
of the formation and while only 800 yards from our port 
bow she commenced firing with her forward battery and fired 
a five-inch shell apparently at some suspicious object sighted. 
She immediately dropped a depth charge. It was so close that 
the Leviathan shook from stem to stern and many thought that 
we had struck a mine. What the object was we do not know, 
but if it was a sub, we extend our most heartfelt sympathies 
to the families of the crew. We proceeded on our trip without 
further event and the following afternoon found us in Liver- 
pool once more. Immediately upon arriving the disembark- 
ing of troops and baggage was begun. The next morning, 
before all troops had left the ship, it was necessary for us to 
proceed to dry dock while the tide was high. One of the river 
ferry-boats unfortunately passed too close to us and suffered 
considerable damage, although she had been properly warned 
to give us right of way. 

Safely moored in Gladstone Dock this same afternoon, 
the disembarking of troops was continued and completed the 
next morning. It was fine to see regiments of American troops, 
with flags unfurled and bands playing popular Yankee airs, 
marching to war. The boys aroused the admiration of the 
English. 

Our stay in Liverpool, from March 12th to April 10th, 
was similar to the previous one. Minor repairs were made and 
our troop-carrying capacity was increased. 

English contractors had been coaling the ship for at least 
three weeks and a few days before sailing it was found neces- 
sary for the crew to take this work in hand. The men worked 
faithfully, night and day, for each additional ton placed in 

[ 68 ] 



THE U. S. S. LEVIATHAN 



the bunkers brought them so much closer to America — "God's 
Country." 

German Prisoners 

On April 9th, thirty-seven German prisoners, captured by 
the destroyers Fanning and Nicholson Avhen they bombed and 
sank the U-58, were brought on board under guard for trans- 
portation to the United States. These prisoners consisted of 
thirty-three enlisted men, one warrant officer, and three com- 
missioned officers. They were young men, their senior officer 
had been awarded the Iron Cross. 

Previous to their arrival arrangements had been made by 
the ship to guard them on the trip over. Twelve shot-guns of 
English make were purchased ashore and sawed off by the 
ship's armorer to make them more effective for this sort of 
work. The aft brig was put in readiness for the enlisted 
prisoners, while staterooms on "C" deck were set aside for 
the officers. Chief petty officers were detailed to guard the 
officers on the trip over, while the guarding of the enlisted men 
was taken care of by the regular ship's guard. Each prisoner 
wore a patch of red cloth on his right leg to signify that he 
was a prisoner of war. 

The C. P. O.'s guarding the prisoners had been torpedoed 
by a submarine a short time previous and bore no great love 
for their charges. 

It was quite a jolt to their high pride to be captured by 
the "Yanks" and sent home by the "Yanks" on a German ship 
taken over by the "Yanks," but the enlisted men seemed pleased 
that they had been captured and their lives were at least safe. 
Incidentally they showed no good feelings toward their former 
officers. One of the men, a machinist, had formerly been a 
bartender in Boston and one of the officers had been engaged 
in business in Cincinnati some years prior to the war. 

The officers were a dignified set and they seemed sur- 
prised that they were not given unusual consideration. For 
instance, one of them asked his guard why he did not have 
hot water in his room. He was not highly elated when the 
guard retorted, "You people built the ship, whv didn't you 
pipe it to suit yourselves?" 
[ 69 ] 



THE U. S. S. LEVIATHAN 



fliiiiiiiiiiiwiiiiiniiiiiiiiiiiuiiiii 



The German officers dined in the Ritz-Carlton Mess Hall, 
where our own officers dined, but at a table set aside for them 
and under guard. 

On April 13th, while en route to New York, we fired flat 
nose shells from each gun for tests. The German prisoners 
below thought we were firing at another of their "subs" and 
were much excited. The prisoners showed much interest as 
to what arrangements had been made for their abandoning 
ship, if occasion required, and did not seem any too pleased 
when they were informed that the same arrangements had been 
made for them as they had made for the lost souls on the 
Lusitania. Of course this was not literally true. 

It might be mentioned that their first meal aboard this 
ship consisted of a favorite dish, frankfurters and sauerkraut. 
This was not pre-arranged, but incidentally happened to be 
on the menu that night. 

The trip home was without further event, except for a 
small iceberg sighted the second day out. We arrived in 
Hoboken on the afternoon of the 17th, and were welcomed by 
the usual crowds that lined the docks. The German sub- 
marine prisoners were taken off and placed under marine 
guard, and thence sent down to Fort McPherson, Ga. 

The German officers moved off with disdain but their en- 
listed men waved a cordial good-bye to the ship and her crew. 
This incident illustrated their phase of mind, finally culminating 
in the mutinies of the German sailors at Kiel and Wilhelms- 
hafen and effectually prevented a clashing of the German fleet 
and the Allied Navy. 



Third Trip Overseas 

Late in the afternoon of April 24th, the Leviathan cast 
off her lines once more, after a short stay of only seven days 
in Hoboken. The patent log, which registers the speed of the 
ship, was streamed from the taff-rail upon our departure and 
a standard speed of eighteen knots was maintained until past 
Ambrose Channel Light Vessel. 

[ 70 ] 



THE U. S. S. LEVIATHAN 

Troops and organizations on board were as follows: 

Troops, 8,909. Men in 11th Infantry; 15th Machine Gun 
Battalion; Base Hospital No. 20, Female; Base Hospital No. 
30, Female; 304th Field Artillery; 306th Field Artillery; 
302d Supply Train of the 77th Div. N. A.; Brig. General Walter 
H. Gordon, 10th Infantry Brigade. 

Exceptionally mild weather was encountered on the entire 
trip across, especially in the Gulf Stream, the temperature of 
the water at times running as high as 73 degrees. Numer- 
ous flying-fish and schools of Porpoise were observed from 
day to day. The spouting fish would cause us to keep our 
gaze fixed upon him. Gliding through the water he greatly 
resembles the wake of a periscope. 

The opinion was expressed on board that this time France 
would be our destination. Our cargo holds were loaded to 
the top with all sorts of army equipment, camouflaged artillery 
wagons, automobile trucks, shell cases, etc. After the fourth 
day out the men on the bridge knew for an absolute fact, by 
the course steered, that we were heading for France and many 
of us already saw ourselves walking up the main street of 
Paris with a girl on each arm. Little did we know how keen 
our disappointment would be, for as later events proved, our 
views of France were to be observed from a coal barge, 
three long miles away from the mainland. 

Occasionally a convoy of perhaps ten or twelve vessels 
would be sighted, hull below the horizon and just the masts 
visible, presenting a peculiar sight, keeping pace with us for 
a few hours and gradually disappearing. It was unusual for 
a lone ship to be sighted, for the safest method of travel was 
in convoy, escorted by cruisers or destroyers. Extremely pre- 
cautionary methods were always taken with ships sighted with- 
out escort, a change of course usually effected to give such 
vessels a wide berth. They were always looked upon with 
suspicion by us, especially sailing vessels, for instances have 
been reported of German U-boats rigging up two or three 
sails and floating on the surface of the water to resemble 
harmless, slow-moving schooners. 

[ 71 ] 



THE U. S. S. LEVIATHAN 



Precautions Taken 

In addition to these we gave wide berth to any floating 
objects observed, such as barrels, spars, wooden cases, etc., for 
fear that these were dangerous mines. On one occasion, while in 
the danger zone, our starboard guns were fired on a suspi- 
cious object which later proved to be a spouting black-fish. 
Absolutely no chances were taken. Our motto, because of the 
12,000 souls aboard, was "Safety First." A transport, espe- 
cially one nearly 1,000 feet long, presents a hugh target for a 
U-boat, and must necessarily act on the defensive, not offensive. 

Everything went well on this journey until very close to 
land. We were escorted by the usual destroyers and were 
prepared to make land fall, when the good weather we had 
been having was interrupted by an extremely heavy fog. Al- 
though still in the danger zone our speed was necessarily de- 
creased. It is almost impossible to navigate in a thick fog 
and consequently our engines were brought almost to a stand- 
still. Looking out on our starboard beam, through the thick 
fog, an object was seen to approach us. This proved to be one 
of our destroyers, which hove close to. Through a mega- 
phone an officer on our bridge shouted, "We don't know where 
we are. Do you?" To which came the most disappointing 
answer, "No." Here was a ticklish situation. Floundering 
around in a section of water that was a hot-bed for submarines, 
we were all considerably on the alert. Suddenly through the 
thick fog, from the destroyer, came the report, "Black and white 
buoy on starboard beam." All breathed a sigh of relief, for 
that buoy signified mid-channel and that we were following 
a course that would lead us direct to our destination. This 
was a bit of clever navigation, even if we say so ourselves. 

We entered the harbor of Brest, France, on the afternoon 
of May 2d, just as the fog lifted. Our eyes beheld a beauti- 
ful harbor, surrounded on the mainland by the prettiest green 
fields and old-fashioned farm-houses, with a clear sky over- 
head and a hot sun beating down on the deep, blue water of 
the Goulet. Our mooring was made to a large buoy, for in 
Brest there are very few docks and none large enough for a 
ship of our dimensions. 

[ 72 ] 



THE U. S. S. LEVIATHAN 



Hastily the disembarkation of troops and cargo was 
begun and simultaneously the crew turned to on the coal 
barges with a will, shovelling 4,600 tons of coal in the ship's 
bunkers within 48 hours. 

The colored men from the stevedore regiments stationed 
at Brest, assisted materially in this work, coaling from barges 
on the starboard side of the ship, while two regimental bands 
retained on board to entertain the men filled the air with the 
latest "jazz'* band music. 

We were soon under way again leaving Brest on the even- 
ing of May 5th, bound for New York. 




Aeroplane View of Brest 

Brest 

Brest is a seaport in the northwest of France, department 
of Finisterre. It has one of the best harbors in France and is 
the chief station of the French marine having safe roads cap- 
able of containing 500 men-of-war in from eight to fifteen 

[ 73 ] 




Coaling Ship at Brest 



THE U. S. S. LEVIATHAN 



iiiiiiiiiiiiiiiiiiiiiim iiiiimihiii 



fathoms at low water. The entrance is narrow and rocky and 
the coast on both sides is well fortified. The design to make 
it a naval arsenal originated with Richelieu and was carried 
out by Duquesne and Vauban in the reign of Louis XIV, with 
the result that the town was made almost impregnable. Brest 
stands on the summit and sides of a projecting ridge, many 
of the streets being exceedingly steep. Several of the docks 
have been cut in the solid rock, and a breakwater extends far 
into the roadstead. The manufactures of Brest are incon- 
siderable, but it has an extensive trade in cereals, wine, brandy, 
sardines, mackerel, and colonial goods. It is connected with 
America by a cable terminating near Duxbury, Mass. 

The English and Dutch were repulsed at Brest in 1694. 
In 1794 it was blockaded by Howe, who won a great victory 
off the coast over the French fleet. 

Our escort of destroyers remained with us until the 
following morning, May 6th, seeing us safely through the 
war zone. The remainder of our voyage was accomplished 
at a speed of twenty knots without event of importance until 
arriving off Ambrose Light, the entrance to New York Harbor. 
Here a thick fog again delayed us, causing us to drop anchor 
until late in the afternoon of the same day, May 12th. The 
sky cleared about this time and we proceeded up the channel 
and to our regularly assigned berth, making fast to the dock 
in Hobokenat9:28P. M. 

When the members of the crew went ashore they were 
subjected to excited cross-examination by many people, for 
rumor had decreed that we had been torpedoed and sunk 
with a tremendous loss of life. Of course we were not per- 
mitted to divulge any information along this line, but it was 
amusing to hear what interesting stories were narrated by the 
home-folk and it was with much satisfaction that we assured 
them, after the manner of Mark Twain, that the report of our 
deaths had been very much exaggerated. 

[ 75 ] 



THE U. S. S. LEVIATHAN 



Fourth Overseas Trip 

The ship remained at her berth in Hoboken from the 12th 
to the 22d of May, giving the crew a reasonable amount of 
shore leave, the men living in nearby states thus had an oppor- 
tunity to visit their homes. 

At 4:03 on the afternoon of May 22d, we left on our 
fourth eastward bound voyage with the following troops: 

Troops, 10,577. 43rd Engineers; 108th Supply Train; 
131st Infantry; 318th Infantry; Base Hospital No. 13, Female; 
Major General A. Gronkhite, 80th Div. 

We followed the regular channel in leaving New York 
Harbor, and once more at sea, started on our fourth venture 
to slip through the blockade of German U-boats and to land 
10,000 more troops to assist in breaking down the high pride 
of the German autocracy. 

On the afternoon of May 23d, at 4 P. M., while the 
water-tight door system was being tested, one of the Army 
officers accidentally had his leg caught in a closing water-tight 
door. These doors are hydraulically opened and shut and 
centrally controlled by a lever on the bridge. Prior to the 
closing of these doors a warning alarm is sounded, but the 
officer, in some unexplainable manner, became confused and 
suffered a severe injury. 

The ship's log for the next few days showed the single 
entry "B," which signifies clear weather and absolutely blue 
sky. The sea was unusually smooth at this time, hardly a 
ripple appearing on the surface of the water. 

"Carlton" Torpedoed 

At 6:37 A. M., May 29th, our escort of destroyers was 
picked up, immediately taking up their respective positions 
abeam and ahead of the ship. Everything went well until 
4:25 this same afternoon, when we received an S.O.S. from the 
U. S. S. Carlton that she had been torpedoed in 47° North Lati- 
tude, 11° 20" West Longitude, and upon referring to our 

[ 76 ] 



THE U. S. S. LEVIATHAN 



charts we found that we would be in that same position at 
9:30 that same evening. It was advisable for us to change our 
course in order to steer clear of the possible cruising radius 
of this submarine, which we did at 5:05, heading our course 
to the north. At 10:45 P. M., after passing the approxi- 
mate position of the sinking of the Carlton, we resumed our 
direct course for Brest. During this time signals were ex- 
changed between us and our escort upon the advisability of 
sending one of our escorting destroyers to the assistance of 
the Carlton, but owing to the great value of our own ship and 
its precious cargo aboard this was deemed inadvisable. This 
illustrates what stern measures necessarily had to be taken in 
time of war. We were compelled to leave the crew of a tor- 
pedoed ship presumably to their fate for the greater duty 
involved upon us. However, later reports showed that the 
crew of the Carlton had been rescued by one of the alert 
destroyers patrolling the seas in this vicinity. 

We did not consider all danger past and as an extra pre- 
caution, orders were issued on board to have all men assigned 
to duty on life-boats and similar duties, remain at their stations 
until further orders. This vigil continued throughout the night. 
Jt was a clear moonlight night, but moonlight held no charm 
for us then. The rays reflecting upon the water lighted up 
the huge ship and made her a fine target for a lurking U-boat. 

Engagement with Submarine 

Communication made with Brest the next morning, May 
30th, informed us that the pilot and pilot destroyer would meet 
us. However, for a very good reason we did not pick up a 
pilot, for on this date, which has proven memorable in the 
history of the Leviathan, "Fritz" did his best to make it a 
Memorial Day for the Leviathan and a Decoration Day 
for himself. On the spot that we expected to take our 
pilot on board we had our first real engagement with the 
pirates of the sea. With the hills of Brest plainly visible on 
our port bow, the smooth surface of the water was broken by 
[ 77 ] 



THE U. S. S. LEVIATHAN 



the wake of a periscope on our port quarter. The following 
entry was made in the ship's log: 

12:29 P. M. — Sighted submarine pursuing us on our port 
quarter, about 1,500 yards distant. Ordered full speed, 165 revo- 
lutions. Opened fire with Number Six and Number Eight guns, 
three shots. Stopped zig-zagging. Changed course 12:40 P. M. 

12:59 P. M. — Submarine appeared again. Opened fire with 
Number Six and Number Eight guns. Nine shots. 

1:19 P. M. — Submarine appeared again. Opened fire with 
Number Six and Number Eight guns. Seven shots. 

1 :34 P. M. — Threw in maneuvering combination. Standard 
speed 112 revolutions. 

1:45 P. M. — Entering harbor at various courses and 
speeds. 

It was the general opinion among the officers on board 
that a cordon of U-boats had been lying in wait, located in 
such a manner that if the first submarine failed in her attempt 
to torpedo us, the others in turn would be in a position to 
follow up the attack. 

During one attack a French fishing boat appeared between 
us and our object of fire, and had a very narrow escape from 
being struck by one of our 105 pound explosive shells. The 
skipper of this boat was taken on board later. He said he 
clearly saw the "sub" we were firing at. 

The coolness of our commanding officer, Capt. H. F. 
Bryan, and the splendid co-ordination of the entire crew, 
were so perfect, that only three distinct orders were issued in 
this moment of peril, as follows: 1. Hold your course. 2. Open 
fire on submarine, port quarter. 3. Sound General Alarm. 

Every shot fired was greeted by cheers and shouts of en- 
couragement from the enthusiastic soldiers on the decks, who 
crowded to favorable positions to witness the accurate firing 
of our gun-crews. The Army Nurses left their luncheon to 
take a peek at the "fun," and their calmness and enthusiasm 
in the face of a deadly menace were an inspiration to the sailors 
manning the big guns. An apt comparison to this battle would 

[ 78 ] 



THE U. S. S. LEVIATHAN 



be the excitement incidental to a World Series baseball game, 
eleven innings, score: 0-0, and a home-run hit made. Wow! 

After the attack no evidence was noted of any of the 
"subs" having been sunk, such as oil or scum or floating bits 
of wreckage. Of course, we did not turn around or stop to 
look for this evidence, but inasmuch as none of the enemy was 
allowed within torpedo range or cared to show himself again, 
he certainly must have taken the accuracy of our gun-fire into 
serious consideration. 

A disadvantage of our freedom of the press was typically 
demonstrated in the U. S. at this time, for the leading news- 
papers contained all sorts of misleading accounts, full of far- 
fetched descriptions of the attack. One paper stated that 
twenty U-boats had attacked the Leviathan and that we had 
evaded a school of torpedoes. The exact number of submarines 
encountered on this day is not known, but it is believed that 
there were at least three, and very probably more. 

We had a narrow escape though, for just after the first 
submarine was sighted, at 12:29 mid-day, our zigzag clock 
on the bridge rang, 12:30, notifying us to make an abrupt 
change of course to port. If this change had been made the 
"sub" would have had us broadside on and our entire length 
would have been exposed to torpedo attack. Captain Bryan saw 
this immediately and issued the above-mentioned order to hold 
the course. 

Arriving in Brest after all this excitement the ship was 
made fast to our usual mooring buoy. The crew as before, 
turned to on the coal barges and inspired by the enthusiasm 
and excitement and experience of that morning, heaved the 
necessary amount of coal, 4,500 tons, into the bunkers in 
record time. The big ship had discharged its living cargo of 
thousands of troops, hundreds of officers and many passengers, 
had sent loads of stores to the grim destroyers, including 
thousands of bags of welcome mail from the folks at home 
and then proceeded to sea inspired with the hopes and desires of 
clashing with the submarine that had sunk the President Lincoln 
the day before. "Up and at 'em" was our slogan. 

[ 79 ] 



THE U. S. S. LEVIATHAN 



Second Submarine Fight 

We sailed out of Brest late in the afternoon of June 1st, 
having on board many notable passengers. The destroyers 
Nicholson and Wadsworth, two of our most famous sea-fighters, 
accompanied us. All hands were set for another attack. It 
was not long in coming. At 7:16 P. M. this same evening, the 
wake of a periscope was observed on the starboard quarter by 
Lieutenant Haltnorth, who quickly passed the word to the 
bridge where it was received by Lieutenant J. J. Jones, the 
Officer of the deck. A hurried message was sent in to the 
commanding Officer and at the same time the general alarm 
was sounded. The fire-control officer on the upper-structure 
took a prompt and accurate range on the hissing white menace 
of foam approaching so balefully in the wake of the setting 
sun. A few short seconds passed, the arrow on the engine 
room dial plate spun around to "full speed ahead," and the 
whirr of the electric warnings quickened the ears of the officers 
and men on watch in the lire-rooms. The furnace doors flew 
open and in the streaming light with bent backs and broad 
shoulders, sturdy young Americans poured coal into the great 
fires. 

A volume of thick black smoke issued from the funnels 
and at the same time number seven gun with a venomous roar, 
let go a shell of TNT, enveloped in lurid flame and smoke. 
Number five gun got busy. The breech-plug closed noiselessly, 
sharp click, the primer inserted accurately by the gun-captain, 
a smooth "Ready" from his lips, and number five gun hurled 
a shell of high exposive to blot out from the sea-scape one of 
the under-sea Hun boats. 

Number seven gun shot again with a reverberating roar, 
followed again by number five, the only two guns that could 
bear upon the Prussian menace. 

From the signal-bridge, a green and white submarine 
warning flag was fluttering and the destroyers Nicholson and 
Wadsworth, with their inboard sides awash, turned in a quick 
endeavor to charge the on-coming "sub." The Nicholson 
was nearer and in few minutes number five and seven guns 

[ 80 ] 



GElje g>wt0rt $ rapr at §>ra 

(Offered Every Evening st Sea by the Ship's Chaplain). 

THOU, Lord, art in the midst of us, and Thine holy name 
is called upon by us; leave us not, Lord our God. 

Lord, hear our prayer; and let our cry come unto Thee. 

Remember, most gracious Virgin Mother, Star of the Sea, 
that never was it known that anyone who fled to thy protection, 
implored thy aid and sought thy intercession, was left unaided. 
Inspired with this confidence, we fly to thee, Virgin of Virgins, 
our Mother, to thee we come; before thee we stand, sinful and 
sorrowful. Mother of the Word Incarnate, despise not our 
' petition ; but in thy clemency hear and answer us. Amen. 

Lord, save us waking, watch us sleeping that we may 
wake with Christ and rest in peace. 

c 

j Visit, we beseech Thee, Lord, our distant homes and 

I families; Thine angels guard them with Thy peace and benedic- 
| tion. Bless this ship we beseech Thee and drive far from it all 

the snares of the enemy; guide it upon a tranquil course unto 
I the wished-for-haven — guard our Captain, his officers and crew, 

and the soldier-troops and passengers committed to their care; 

let Thy holy angels dwell hereon to keep us in peace and let Thy 

blessing be always upon us. Through Jesus Christ, Thy Son, 

Our Lord. 

j Into Thy hands, Lord, we commend ourselves. 

Vouchsafe, Lord, this night to keep us without harm. 

May the Lord Almighty grant us a quiet night and a perfect 
end. May the Almighty and merciful Lord, the Father, the Son 
and the Holy Ghost bless and preserve us all. Amen. 



THE U. S. S. LEVIATHAN 



ceased firing, for the Nicholson was in direct range between 
our ship and the submarine, with huge volumes of black smoke 
pouring out of her funnels. The Nicholson made a circuit 
around the "sub" which had submerged and promptly and 
accurately laid a beautiful barrage of sixteen depth bombs 
all around the place of disappearance. The explosions 
from these depth charges shook the big Leviathan, nearly two 
miles away by this time. The Nicholson, her blinker lights 
Hashing fitfully through the smoke clouds reported, "We saw 
periscope of submarine and laid barrage of depth charges 
around the spot. We will report to our Force Commander." 

The Wadsworth had by this time plowed her way up 
through the seas, but the Prussian terror of the deep had not 
taken too kindly to the overtures of friendship made by the 
Nicholson; and the Wadsworth signaled back to the Leviathan, 
"We see no submarine now." Both gallant destroyers quickly 
turned and resumed their arduous duty of escorting the fast- 
moving Leviathan. Smoke was pouring from their funnels and 
a choppy sea made them bob up and down. A cloud of "V" 
shaped spray sparkled in the twilight as they circled in and out 
off the port and starboard bow of the queen of the transports. 

Twilight in the western sky deepened into long shadows 
upon the water. The chaplain of the ship walked out to the 
windward side of the navigation bridge and offered the cus- 
tomary sunset prayer for the huge ship with its women and 
children passengers, its captain, officers and crew. This cus- 
tom of evening prayer was practiced on board every evening 
at sunset and prefaced the silent evening prayers of the sea- 
men on the decks, the gun-crew at the guns, the signal boys on 
the bridge, the quartermaster at the wheel and the brawny- 
chested firemen who stoked the big furnaces below. In the 
war-zone none of these brave lads were certain of seeing 
another sunrise, so before the ship was plunged into darkness 
each night they offered up, while at their different duties and 
stations, heartfelt prayers for themselves and their people and 
loved ones at home. 

I 8] 1 



THE U. S. S. LEVIATHAN 



The ship pursued her course steadily during the night 
watches and the men relieved one another at midnight and 
at 4 A. M. The morning sun broke clear and clean over the 
eastern horizon and discovered to us that our gallant destroy- 
ers had left us during the darkness, proceeding by pre-arranged 
plan to a similar duty of escorting an east-bound transport 
]oaded with troops. Our voyage continued without further 
excitement at a speed of twenty and a half knots. We arrived 
in New York the morning of June 8th and made fast to the 
dock with little difficulty. No sooner had our gangplank 
touched the dock than our mail clerk was seen heavily laden 
with eagerly-sought-for mail. 



Fifth Trip Overseas 

Eight days was ample time to give half the crew a five- 
day leave, and Hve days' leave gave many of the boys who 
lived within traveling distance of New York, an opportunity 
to see home again for a few days. It was at this time that the 
one-third fare rate was put into effect for soldiers and sailors 
on furlough and it is needless to say this greatly assisted 
many boys who did not have the full fare to reach home. 

By evening, June 14th, all necessary supplies were 
loaded in our holds. Our quota of troops, this trip were 
as per the following list: 

Troops, 10,423; 32d Engineers; 145th Infantry; 146th 
Infantry; 134th Machine Gun Battalion; 135th Machine Gun 
Battalion; Major General C. S. Farnsworth. 

For thirty-six hours after leaving Ambrose Channel Light 
Ship, just outside of New York, we were escorted by one 
destroyer, submarines were busily engaged off our coast-line 
these days. After the destroyer left us we continued on our 
voyage in the customary manner, holding abandon ship drills 
each day and operating the water-tight door system to insure 
its being in perfect working order. The weather was extreme- 
ly warm and as a consequence it was found necessary to allow 

[ 82 ] 



THE U. S. S. LEVIATHAN 



the soldiers from the lower compartments to sleep on the 
outer decks. 

On the 17th, at ten minutes to eleven in the morning, 
the Leviathan acted queerly, circling around in the smooth sea, 
which aroused the curiosity of all on board. This circling was 
caused by the steering apparatus going out of commission, but 
it was soon repaired. 

We certainly expected to see more of "Fritz" than ever 
on this voyage, but not a solitary event occurred outside the 
daily routine. Brest, France, was reached on the morning of 
the 21st, troops and cargo were disembarked and we headed 
for sea once more on the 24th accompanied by four destroyers. 

The return trip was interrupted once. The destroyers 
had left us after a day's journey and no sooner had they done 
so when our gun-crews opened fire on a suspicious object 
astern of us. The destroyers by this time were on the horizon 
and hearing the firing of our guns proceeded to join us once 
more. Both number five and seven guns fired nine shots at 
the object sighted which disappeared immediately and we 
signaled to our destroyers that everything was 0. K. and that 
we could proceed once more unescorted. 

The weather for the remainder of the voyage was excel- 
lent. Fire Island Light Ship, which is thirty-two miles from 
Ambrose Channel, was sighted July 1st and in a few hours we 
were tied up at our pier in Hoboken with another trip to our 
credit. 

Sixth Trip Eastbound 

Another eight days in New York and another five-day 
leave for the men of the crew. The five-day leaves were most 
welcome after a trip of seventeen or eighteen days at sea espe- 
cially when the days consist of vigilant activity and high tension. 
The five days soon passed and as soon as we were provided 
with sufficient supplies of coal and water our troops came 
aboard. 

Troops, 10,534; 313th Infantry; 314th Infantry; 311th 
Machine Gun Battalion; 310th Machine Gun Battalion; Base 

[ 83 ] 



THE U. S. S. LEVIATHAN 



Hospital No. 67; Base Hospital No. 68; Base Hospital No. 7; 
Base Hospital No. 47; 304th Field Signal Battalion; Brig. 
General Wm. J. Nicholson, 79th Div. 

We left for our sixth voyage across on July 8th at 6:30 
P. M., and by nightfall we were well out to sea escorted by the 
destroyer Walke which left us the next morning. On the eight 
to twelve watch that morning we passed a considerable amount 
of wreckage, probably the result of submarine activities off 
our coast. Abandon ship drills were held as usual. The 
weather was fair and warm and a few soldiers were over- 
come by the heat making it necessary for the troops in some 
compartments to sleep on deck at night. 

The U. S. S. Covington had been sunk by an unseen sub- 
marine just prior to our sailing, and with this fresh in our 
memory it was not necessary to remind the lookouts and gun 
crews to be especially vigilant and keep a sharp lookout at all 
times. We sighted our escort of destroyers at 8 A. M., on 
July 14th and passing through the danger zone safely, we 
anchored in Brest at 1:50 P. M., July 15th, one of the hottest 
days we had ever experienced. 

With all troops sent ashore and all cargo taken off we 
embarked our usual quota of passengers and left Brest at 
three o'clock on the afternoon of July 18th. We had 115 
wounded soldiers on board, also the captain and officers of the 
U. S. S. Covington and the officers and crew of the S. S. 
Buffalo that had been sunk by submarines. We left with a 
convoy of four destroyers that stayed with us until noon the 
next day. The weather was good for the most part and the trip 
was made without trouble or excitement of any kind. The 
wounded soldiers were a cheerful lot and were well cared for. 
Some had been gased, other lost limbs, but the prospect of 
home made them all happy. 

McGONIGLE 

Among our wounded soldiers was a man named McGonigle 
who had made the first overseas trip with the first batch of 

[ 84 ] 



THE U. S. S. LEVIATHAN 



troops the Leviathan carried across. We landed them in Liver- 
pool. 

McGonigle belonged to a bombing squad and was wounded. 
His squad was in a shell hole hurling bombs into the enemy 
trenches for thirty-six hours. The men were tired and hungry. 
The Sergeant in charge was giving instructions to the men 
when a bomb held in the hands of McGonigle exploded blowing 
off both of his hands and inflicting other minor wounds includ- 
ing the amputation of the great toe of his left foot. Four of 
his comrades, including the sergeant, was killed by this explo- 
sion. 

During our westbound trip an entertainment was given 
for the benefit of the wounded. During a lull between acts 
McGonigle stood up, and holding up both remaining parts of 
his arms said he would give a short stump speech. He then 
told of his accident and was glad to be going back on the ship 
that took him over, and on which ship he, with sixty other 
members of his company had volunteered to help the fire- 
men in the fire room. He said he was one of us, a "gob," for 
he had helped "deliver the goods." 

July 25th, at nine o'clock we passed Ambrose Light Ship 
and by 11:30 we were tied to our pier. 

Seventh Voyage Overseas 

With the following troops and passengers on board we 
left New York at 3:25 P. M., August 3rd: 

Troops, 10,893; 55th Infantry; 56th Infantry; 20th Ma- 
chine Gun Battalion; 36th Div. Displacement Det. ; 111th 
Trench Motor Battery; 88th Div. School Det.; July Auto Re- 
placement Draft; Colonel W. 0. Johnson, 56th Inf. 

For the first time in the history of the ship we now trav- 
eled with other transports — the Great Northern and Northern 
Pacific, sister ships from the Pacific coast. These could speed 
along with us only in smooth water. In turbulent seas they 
dropped rapidly astern. The Great Northern reached New 
York one hour ahead of the Leviathan on one trip, but traveled 
700 miles less to do so. 

[ 85 ] 



THE U. S. S. LEVIATHAN 



One of our latest destroyers accompanied the convoy for 
the next twenty-four hours and then the three ships traveled un- 
escorted, in beam-to-beam formation. The weather remained 
fair for the first four days during which time usual abandon 
ship drills were held. 

On the fifth day, however, we had some rough experiences. 
A storm broke, the waves rolled high and beat the ships fiercely. 
Il was mid-summer and we were in the Gulf Stream yet the 
storm was a "whopper." To add to the excitement the Northern 
Pacific reported "man overboard," by a signal from her 
bridge. Immediately all three ships went into maneuvering 
formation and circled around the spot. The man overboard 
was a soldier. It was suicide with him though, for he left a 
letter of explanation. While circling around in an attempt 
to pick him up another man from the Northern Pacific went 
overboard. This was an unfortunate accident. Life buoys 
were dropped into the high-rolling seas for the lost men, 
and for an hour and a half we maneuvered around in an 
attempt to pick these men up, but it was useless. No one 
could stay afloat in that sea. The Northern Pacific and Great 
Northern both reported that they could make little headway 
and finally when the search for the missing men was given up 
we found it necessary to reduce speed so that the other ships 
in our convoy could remain in line with us. 

The destroyers were picked up on the morning of August 
10th and we passed through the war zone without trouble or 
excitement and anchored in Brest at 10 A. M., August 11th. 

Forty-eight hours later we were steaming on our west- 
bound voyage again, the Great Northern and Northern Pacific 
being with us. The weather was fine and we made good speed. 
On the 14th, at 9 A. M., a submarine was sighted on our star- 
board quarter between our ship and the Northern Pacific, but 
it was not fired at, nor did it attempt to do any damage. It 
might have been a submarine of the Allies. The destroyers 
left us this same evening and with fair weather and smooth 
seas, which were fully appreciated, we made Ambrose Channel 
on August 20th and docked soon afterwards. 

[ 86 ] 



THE U. S. S. LEVIATHAN 



Eighth Overseas Voyage 

The following is an extract copy of the readings in the 
ship's log upon our leaving New York for the eighth trip 
overseas. This was on the 31st of August and for the second 
time the transports Great Northern and Northern Pacific accom- 
panied us. 

SHIP'S LOG 

The ship's log August 31st, 1918, Meridian to 4 P. M. 

Draft— Ford. 42' 0", Aft. 40' 10"— Mean 41' 5". 

1:19 P.M. Hauled out F. deck gangway. 

1:26 P.M. Let go all lines. 

1 :40 P. M. Started astern. 

1:47 P.M. All clear of dock. 

2:06 P.M. Passed Statue of Liberty. 

2:48 P.M. Passed Governor's Island. 

3:08 P.M. Passed Robbins Reef. 

3:15 P.M. Passed Staten Island. 

3:38 P.M. Entered Ambrose Channel. 

3:59 P.M. Passed Romer Shoal. 

4 P. M. to 8 P. M. 

4:25 P.M. Passed fairway buoy. 

4:38 P. M. Stopped to discharge pilot and put paravanes over. 

4:44 P.M. Proceeded. 

4:57 P. M. Ambrose Channel Light Vessel abeam. 

5:12 P.M. Standard speed 130 revolutions. 

5:29 P.M. C/c (change course). 

5:51 P. M. Increased speed to 150 revolutions. 

4-5 P. M. Ave. rev. all shafts 78.1, steam 220 lbs., injection 70. 

5-6 P. M. Ave. rev. all shafts 121.2, steam 220 lbs., injection 74. 

6-7 P. M. Ave. rev. all shafts 140.3, steam 215 lbs., injection 72. 

6:45 P.M. Commenced zig-zag. 

8 P. M. to Midnight 

8:30 P.M. Stopped zigzagging. 

10:15 P.M. Cut out boiler No. 3 in No. 2 fireroom and No. 7 in 
No. 4 fireroom. 

8-9 P. M. Ave. 2 rev. all shafts 150.1, steam 215 lbs. 

9-10 P. M. Ave. 2 rev. all shafts 150.0, steam 215 lbs. 

10-11 P. M. Ave. 2 rev. all shafts 150.1, steam 215 lbs. 

11-12 P. M. Ave. 2 rev. all shafts 149.9, steam 215 lbs. 

T 87 1 



THE U. S. S. LEVIATHAN 



Troops, 10,541; 142d Field Artillery; Evacuation Hos- 
pital No. 16; Base Hospital No. 54, Female; Base Hospital 
No. 63; Base Hospital No. 81; Base Hospital No. 82; Infantry 
Auto Replacement Draft; 59th Pioneer Infantry; 808th Pio- 
neer Infantry; Colonel Wm. G. Ownbey. 

Upon our reaching Sandy Hook the pilot boat approached 
and launched a small row boat which made for our gangway. 
TLis boat came to get the pilot who had seen us safely through 
the channel, and to take him to another ship coming into New 
York. Pilot McLoughlin waved good-bye to the troops on board 
and was cheered as he left. 

Immediately before proceeding to sea the paravanes were 
lowered over the ship's side. The paravanes are ingenious 
torpedo-shaped contrivances so constructed as to fend off from 
the ship's side dangerous floating objects such as mines. The 
upper section of a paravane is equipped with a jaw-shaped 
arrangement, so made as to clip the cable extending between 
a mine and its anchor. The "P. V.'s," as they are sometimes 
called, are launched over the side from the forward part of 
the vessel and while in the water are supported by a wire 
cable from the deck of the ship and by a heavy chain extend- 
ing upward from the keel. 

We were now fully set and ready for our voyage, the 
Great Northern taking up a position on our starboard beam 
ind the Northern Pacific on our port beam. The three ships 
in line presented a formidable appearance as they plowed 
the smooth seas at a rate of twenty knots per hour. Zigzag 
plans were communicated to the Great Northern and Northern 
Pacific by the Leviathan, the senior ship, and from dawn to 
dark on this day and every day thereafter until reaching port 
all three ships, upon the ringing of the zigzag clock, sheered 
off simultaneously, first to port, then to starboard, then to port 
again, the zigzag pennant on our yard-arm dipping as each 
change of course was made. 

On September 2d, the Captain of the Great Northern sig- 
naled to us that his aft gun crew had sighted the feather of a 
periscope about two miles astern of us, which had disappeared 
almost immediately and so no shots were fired at her. 

[ 88 ] 



r // E U. S. S. LEVIATHAN 



A few days later, through signals exchanged between 
ourselves and the Great Northern, we learned that we were 
to lose Captain Bryan upon reaching New York, and that 
Captain Phelps of the Great Northern was to be his successor. 
Captain Bryan, we learned, was to take up a station some- 
where in Brazil. 

Stormy weather hindered our progress on the fourth day 
out. The seas were so heavy that both the Great Northern and 
Northern Pacific found great difficulty in keeping up with us. 
finally, the Northern Pacific signaled to us that because of the 
seas she could make little progress and asked that the standard 
speed for the convoy be reduced to thirteen knots. This was 
granted and for fourteen hours the three ships labored in the 
heavy seas, spray breaking over the fo'castle and reaching to 
our forward smoke-stack. Toward evening the sea moderated 
sufficiently to allow the Great Northern and Northern Pacific to 
increase speed to sixteen and a half knots and then to twenty 
knots, until we picked up our escort of four destroyers at the 
ocean rendezvous. 

All seven ships proceeded to Brest by the shortest route 
and in a fairly smooth sea. The Leviathan was shaken by an 
extremely heavy explosion and its suddenness surprised the 
men. The Chief Engineer reported everything O.K. down 
below and as far as we could see on deck there was nothing 
wrong with the ship; then the blinker light on the destroyer 
McDougal directly abeam of us, was observed flashing a mes- 
sage to us, which explained everything. The McDougal had 
accidentally dropped a depth charge from her stern. It wasn't 
the first false alarm we had had and it was not to be the last. 

Land was sighted on the afternoon of September 7th, and 
swiftly and smoothly the three transports ran into column for- 
mation, with the destroyers abeam and ahead of us, steaming 
majestically into the harbor of Brest. Looking around after 
mooring we saw the huge transport Mt. Vernon, formerly 
the German liner Kronprinzessin Cecilie, lying in dry dock 
after running a 250-mile race against threatened disaster. 
She had been torpedoed at eight o'clock the night before and 
only the gallantry of her captain and crew, and the efficient 

r 89 1 



THE U. S. S. LEVIATHAN 



system of water-tight doors, enabled her to make port at a 
speed of fifteen knots. It was indeed remarkable that we had 
escaped seeing "subs" the day before, for our course was 
almost identical with that of the Mt. Vernon s. The Mt. 
Vernon was repaired and thereafter made two round trips to 
America and did its "bit" in bringing our soldier boys home. 

To give the reader a fair idea of the ship's routine on 
entering Brest and while coaling in the harbor, we again quote 
from the log of the ship: 

6 P. M. to 8 P. M. 

6:05 P.M. Pt Du Minou abeam. 
6:10 P.M. Mengam lighthouse abeam. 
6:20 P.M. Pte Du Portzic lighthouse abeam. 
6:27 P. M. Harbor pilot came aboard, proceeded to buoy. 
6:30 P.M. Advanced clocks one hour. Engines working as 
required. 

8 P. M. to Midnight 

8:02 P.M. Arrived at buoy; proceeded to moor ship. 

8:33 P. M. Ship moored and engines secured. 

8:36 P.M. Secured steering engines. 

Draft on arrival 36.7" forward, 39.5" aft. 

Mooring bearings— Pte du Petite Minou, 258^°; Pte de File 
Longue, 191.5°; Pt du Portzic, 278.50. 

9:00 P.M. Commenced to unload cargo; continued throughout 
watch. Lighter Knickerbocker placed coaling 
stages on port and starboard sides. 

12:00 Midnight. Three lighters with coal arrived alongside. 

Coaling until 4A.M. 

1:15 A.M. Commenced coaling on starboard side. 

1:30 A.M. Commenced coaling on port side. 

Discharging cargo throughout watch. 

4 to 8 A. M. 
Continued coaling and discharging cargo. 

The disembarkation of troops and cargo was completed 
in short order and the Leviathan put to sea once more on the 
12th of September. The bodies of thirty-six victims of the Mt. 

[ 90 ] 



THE U. S. S. LEVIATHAN 



Vernon were on board, each body being draped with the flag 
which they had heroically died for. These thirty-six victims 
were trapped in the fire-room of the Mt. Vernon when the tor- 
pedo struck her and they had no chance to escape before the 
water filled the lower compartments. The loss of life would 
not have been so great had not the ship been torpedoed at a 
time when the fire-room watches were being relieved, for at 
such time there are almost double the number of men in the 
fire-rooms. 

Our voyage back was interrupted but once. The Great 
Northern on our starboard, on the 13th of September, reported 
a periscope two miles astern of us and traveling to the south- 
ward. It disappeared almost as quickly as the periscope 
encountered on the eastern trip, and consequently no shots were 
fired at it. A vigilant watch maintained by the lookouts was 
without result, the submarine did not show itself again. On 
the 19th of September we were safe in New York Harbor and 
docked six minutes after the first line was ashore, a record 
achievement in the log of the capable and efficient docking 
superintendent, Capt. Walter J. Bernard. 



Ninth Overseas Trip 

We left our pier at Hoboken, September 29th and our 
ninth voyage overseas was underway. The following troops 
were on board: 

Troops, 9,366; 57th Pioneer Infantry; September Auto 
Replacements Drafts from Camps McArthur, Humphreys, 
Hancock and Jackson; Medical Replacement, No. 73; 401st 
Pontoon Train; 467th Pontoon Train; 468th Pontoon Train; 
Water Tank Train No. 302; 323rd Field Signal Battalion; 
Base Hospitals No. 60 and 62, Female; Debarking and Billet 
Party 31st Div. ; Major General Leroy S. Lyon, C. G. 31st Div. 

Under clear skies we steamed slowly through the big 
harbor filled with shipping and proceeded straight to sea, 
stopping only to drop our pilot, Capt. McLaughlin, of the Sandy 

[ 91 ] 



T H E U. S. S. LEVIATHAN 



Hook Pilot Association and who always piloted the Leviathan 
in and out of New York Harbor. This trip overseas was 
to be made memorable by reason of the Army epidemic 
of influenza on board. Many men and several nurses were 
obliged to leave the ship just before we cast off our lines 
and everyone felt that we would have a distressing time going 
over. While the embarkation troops were lined up on the big 
pier some of the men dropped helpless on the dock. We were 
informed that a number of men had fallen by the wayside, limp 
and listless, on their march from the camp to the scene of 
transportation. Our first death was recorded the next day out. 
He was a sailor who did duty in the Hospital Corps. He told 
the chaplain that he did not want to die because of the great 
need of his help at home. Out of over two thousand cases of 
influenza and pneumonia on board, this first case and two naval 
passengers en route to duty in France, were the only ones to die 
from the Navy. All the other deaths belonged to the Army, 
96 in all. 

This was not a bad percentage considering the total num- 
ber of cases stricken, the hardships and restrictions, the 
weather conditions, the intense nervous strain in the war zone 
and the tremendous rolling of the big ship while in the storm. 
Very few people in the sick spaces got much sleep. Everybody 
helped during the terrible plague. There was work for all. It 
was pitiful to see men toppling over dead at your feet. It was 
like some invisible hand reaching out and suddenly taking 
them away. It was truly sad and depressing. 

The standing lights in the big spaces of the ship were 
kept dim behind colored glass. Not a light was ever visible 
from the ship at night and this perfect control of the 
huge and vast electric circuit of the ship affords a well 
merited tribute to the officer in charge. Officers on the Great 
Northern and Northern Pacific as well as of the escort of 
destroyers who were always with us in the dreaded war zone, 
complimented us upon the Leviathan s complete obscuration or 
darkening of ship. Only once did a light ever show from the 
big ship and that happened to shine from the room of the officer 
of the deck who was on duty on the bridge. He had sent a 

[ 92 ] 



THE U. S. S. LEVIATHAN 



messenger to his room for his raincoat and the boy turned on 
the light to find his way about the dark room and returning to 
the bridge in a hurry forgot to extinguish the light. A sharp 
eyed and vigilant destroyer promptly flashed over a warning 
signal and the light was extinguished. 

Rules and prohibitions were minute and precise and were 
always strictly enforced. A lighted cigarette upon a dark deck 
high in the air may be seen a half a mile at sea and thus would 
enable an enemy submarine to radio a lookout warning to 
another "sub" lying in wait ahead. These pests of the deep 
generally worked in pairs. To show how strict the rules were 
one man was court martialed and sent to prison, an officer was 
court martialed and reduced, and an army chaplain, who was 
assisting the chaplain of the ship in administering to the dying, 
was threatened with court-martial because he had opened a 
port slightly in response to a dying soldier's request for air. 
These penalties may appear to be unduly harsh, but where the 
safety of thousands depends upon the minute obedience of the 
individual why "the punishment fits the crime." 

The army nurses were like ministering angels during that 
dreadful scourge. They were brave American girls who 
had left home and comfort in order to undergo peril and 
sacrifice abroad. Surely they have earned a place in Heaven. 
The bluejackets on board were second to the nurses in their 
unwearying patience and generous self-denial. When the army 
nurses left the ship in Brest, they wept and bade the sailors an 
affectionate good-bye. 

Burial of the Dead 

Upon our arrival in Brest we had on board 96 dead 
soldiers and three sailors. 58 of the former were buried in 
France, 33 were brought back to the States and seven were 
buried at sea in the war zone on the morning after we left 
Brest. We remained in Brest three days and left on the third 
evening at 5:30 P. M. The next morning at sunrise, after an 
imposing prayer by the chaplain, the flag was half-masted, taps 
were sounded, three volleys fired and the coffins containing the 

I 93 I 



THE U. S. S. LEVIATHAN 



bodies of the dead soldiers were lowered gently into the sea. 
The ship was speeding at 211/o knots. 

After seven days of mostly fair weather and without 
trouble from submarines, we docked in New York on the morn- 
ing of October 16th. It was a nerve-racking voyage and we 
were all greatly relieved that the trip was over. 



Tenth Overseas Trip 

At 11:10 of the morning of October 27th we left New 
\ork bound overseas for the tenth and last trip. We had 
no idea that this was to be our last run of the German blockade 
with our precious cargo of Yankee doughboys. On this trip 
we carried the Tank Corps, who had for their motto: "Treat 
'em rough!" 

Troops, 8,123; Adv. School 8th Division; Casual Com- 
panies A, B, C, 487, 488, 489, 490; Tank Corps; 335th Btn. 
Tank Corps.; Adv. Debarking and Billet Group 8th Division; 
336th Btn. Tank Corps; 337th Btn. Tank Corps; Attached 
Medical Personnel; Base Hospital No. 103; 540th Service 
Btn.; October Auto Repl. Draft Camp Gordon; Casual Co. No. 
452; Base Hospital No. 106; Surgical Group No. 4; Colonel 
M. A. Elliott, 8fh Division. 

There had been rumors of peace while we were in New 
York and we had a sort of hunch that the war could not last 
much longer. The boys that we were taking over on this trip 
expressed disappointment, for they, too, had the same hunch, 
and regretted that they would never reach the front before the 
Armistice was signed. 

On this trip we did not go to France, but to Liverpool 
instead, and as the ship needed certain repairs that would re- 
quire drydocking we landed our soldiers in England. The 
trip was without any particular excitement and when we met 
our escort of destroyers they signaled that all German "subs" 
in that area had been recalled on October 21st. However, we 
took no chances and our gun crews remained at their posts as 

[ 94 ] 



THE U. S. S. LEVIATHAN 



usual and were as vigilant as ever. November 3rd we were in 
Liverpool. On going into the channel a dense fog enveloped 
ihe river and we were obliged to go ahead at a low speed with 
the result that the tide receded before we could tie up to the 
landing stage and we were stuck in the mud for about seven 
hours. 

While thus stranded we landed most of our troops and at 
midnight we were tied up at the landing stage. Next morning, 
we went into drydock. While we were in drydock the Armistice 
was signed and then — oh boy — we celebrated. 

We were allowed liberty from 1 P. M. on that day and 
immediately the "gobs" and doughboys started for the main 
part of the city and mingled with the great crowds who paraded, 
held impromptu meetings and generally "went wild." The cele- 
bration continued for nearly a week and the American soldiers 
and sailors participated with great spirit. 

Thanksgiving day found us still in drydock and this was 
another big day for our crew, for a football game had been 
previously arranged between the army engineers and our crew 
and everyone was keyed up to the highest pitch. 

Practice was held for two weeks on a cinder field adjoin- 
ing the drydock yards. It was found necessary to have our 
football togs made in Liverpool by a woman dressmaker, as 
no sporting goods store carried them. Thanksgiving day came. 
There was a grand and glorious dinner and then we all pro- 
ceeded to Everton Football Field in Liverpool which is credited 
with being the best field in England. It had been raining all 
day — usual Liverpool weather — a steady downpour and the 
field was muddy and slow. On one side of the field were the 
sailor rooters and on the other side the soldiers. Two bands en- 
livened proceedings. The first quarter ended — and through 
a hard and cleanly fought game the teams battled to a tie, — 0. 
The navy team had made a remarkable showing and consider- 
ing circumstances did well in preventing the army from scoring. 
The Leviathan boys had not practiced as long as the army, who 
had been playing all season, and furthermore the army had at 
least 8,000 men to pick from while the navy had but 2,000. 

[ 95 ] 



THE U. S. S. LEVIATHAN 



Credit must be given to Lt. R. H. Jones, who coached the team 
and its success was greatly due to his hard work. 

Several English newspaper men were present to witness 
and report the game. Following is an account of the game 
from their viewpoint: 

A demonstration of the nearest approach to actual warfare 
was given this afternoon at Everton Field by the American blue- 
jackets of the Leviathan and the American Army Engineers of 
Knotty Ash. The game greatly differs from the English rugby and 
is the nearest thing to warfare that we have ever seen. We were 
greatly surprised that there were not more casualties than there 
were, for the opposing teams went at each other as though they 
were deadly enemies about to destroy each other by brute force. 

On Thanksgiving evening various dances and receptions 
were held for the Americans in Liverpool by the people of that 
city, and though we were 3,000 miles from the States we had 
a most enjoyable time. We certainly had lots to be thank- 
ful for. 

On December 2nd we began to take on wounded soldiers 
that had been in hospitals in England and were waiting trans- 
portation to the States. We left Liverpool on December 4th, at 
11 A. M., for Brest, France. We arrived in Brest the next 
morning at 11 A. M. and immediately started to coal ship and 
take on troops. This required three days and on December 8th 
at 2 P. M. we left France with our first load of home-going 
troops; they certainly were a happy lot of men. On the way 
over we encountered occasional rough weather, but this did not 
prevent us from speeding up and we arrived at Sandy Hook 
on December 15th where we anchored for the night owing to 
a dense fog. 

As we made our way up the channel the next morning a 
great reception was given the troops on board. Our coming 
had been flashed by wireless and was heralded by all the news- 
papers. Numerous boats came out to meet us and bells and 
sirens rent the air. It was a typical New York welcome — big 
and hearty. 

There were tears of gladness in the eyes of many of the 
soldiers on that frosty morning. It was the first time that 

[ % 1 



THE U. S. S. LEVIATHAN 



they had seen their own land in many months and this coupled 
with the deep feeling and spirit manifested by the people for 
the returned heroes, touched all hearts. Just one year from 
the date that we started our first trip overseas, we had brought 
back some of the first returning troops of the war. We tied 
up to our pier at 8 A. M. and the next day a leave party of 
half the ship's company left for a ten-day leave over Christmas. 



Christmas Aboard the Leviathan — 1918 

Four days after our arrival in New York the crew was 
paid and it was suggested that we have a Christmas party on 
board ship for as many orphans as could be taken care of. The 
idea met with unanimous approval and as each man was paid 
he donated as much as he could afford. The amount collected 
was sufficient to take care of 1,200 homeless children. Notices 
were sent to different orphan asylums and on Christmas 
morning the happy children came aboard for a good day's fun. 

The children were shown over the ship and a number who 
went on exploring tours of their own came to grief, tumbling 
out of stacks and ventilators and as black as the ace of spades. 
But that did not matter, it was all in their day's fun and when 
dinner time came and the bugler sounded mess call they did 
not have to be informed what the call meant. They knew it 
was for dinner, why bless me, hadn't they smelt the odor of 
roast turkey all over the ship. The dinner consisted of turkey, 
candied sweet potatoes, asparagus, celery, peas, cake, apples, 
oranges and bananas, milk, cocoa, and ice cream of three 
different kinds. All of this was prepared in the ships galley by 
the ship's cooks and bakers and was a great compliment to their 
efficiency. But they enjoyed preparing it, you bet they did. 
After the children had eaten everything in sight and pocketed 
what was left, the mess hall was cleared of tables and 
benches and all the children gathered around the giant Christ- 
mas tree to receive a present. There was a Santa Claus, some 
say it was one of our chief petty officers, but most of us, the 

[ 97 ] 




Children's Christmas Party 



THE U. S. S. LEVIATHAN 



children most of all, believe he was the original St. Nick him- 
self, for he certainly was generous with his presents. There 
was more than enough to go around — many of the children 
received two presents. 

The children were rounded up at 4 o'clock. As the time 
neared for one group of boys to depart it was found that two 
were missing and after an hour's search they were found in 
the main engine room being entertained by the men on watch. 

When the children had gone the sailors came in for their 
presents. Each man aboard received a bag from the Red 
Cross. The bags contained candy, cigarettes, pipes and tobacco 
and were donated by individual women from all over the 
country. The gifts were greatly appreciated by the "gobs," one 
of whom voiced the sentiments of all on board by exclaiming 
that the Red Cross, take it from him, was "some Santa Claus." 



L 99 j 




t mmmmmmmmmam 








Reports of Officers and Department Chiefs 

Notes on Handling the U. S. S. "Leviathan" 

By Captain William W. Phelps, U. S. Navy 

The power to drive the Leviathan is distributed into tur- 
bines driving the four propellers. In the open sea the steam 
is distributed in what we call the high pressure cruising com- 
bination, whereby the turbines operate at their highest economy. 
But in this combination the engines cannot be thrown back 
instantly, so that in the open ocean in considering her safety 
and maneuvering, the rudder effect only can be relied upon. 
She must be considered as having no backing effect. For leav- 
ing port, entering port and maneuvering about the dock or 
about the anchorage, there is thrown in what is called the 
maneuvering combination. In this combination the highest 
speed the ship is capable of is sixteen knots ahead, and the 
combination permits steam to be thrown into the backing tur- 
bines. When there is little or no wind the ship steers very well. 
When it blows strong on the beam or on the quarter, the enor- 
mous area of the ship's freeboard makes her act like a catboat, 
she wants to fly up into the wind. She requires a weather helm, 
or to put it in modern language, a lee rudder. She will turn 
very quickly into the wind, but she will turn away from the 
wind only slowly and reluctantly. Consequently we always 
dislike going into New York or out of New York in a gale of 
wind, where the restricted channel requires prompt and accu- 
rate turning of the ship. Under normal conditions the maneu- 
vering of the ship with her propellers, in spite of her great 
length of 954 feet, is all that can be desired. 

[ 101 ] 



THE U. S. S. LEVIATHAN 



New York Harbor 

Ambrose Channel is dredged to forty feet at low water. 
On the spring tides the low water may fall another foot, leav- 
ing but thirty-nine feet in the Ambrose Channel at low water. 
As the ship draws between thirty-nine and forty feet on arrival 
at New York, it is not safe to try to enter at any other stage 
of the tide than at high water. Owing to her great bulk it is 
improbable that any amount of tugs could dock the ship at 
Hoboken when the current is running in the North River, so 
for docking at Hoboken, the ship's arrival must be timed so 
that she is off Hoboken at the slack water. As the slack water 
at Hoboken is after the slack water in Ambrose Channel, we 
enter Ambrose Channel then at high water and carry slack 
water all the way up the channel and dock at Hoboken on the 
high water slack tide. On sailing from Hoboken she is un- 
docking on the low water slack tide, so as to arrive in Ambrose 
Channel at the next high water. The deep draft of the ship 
on leaving New York, namely, forty-one feet ten inches, requires 
that in leaving New York Harbor and as far as the Narrows, 
the ship must seek what might be called the prehistoric gorge 
of the Hudson River. There are many places between Hoboken 
and the Narrows even in what ordinarily would be called the 
navigable fairway, that are so shallow that the Leviathan would 
go aground. This prehistoric gorge is accurately known to 
Captain William S. McLaughlin, Master Pilot of the New York- 
Sandy Hook Pilots, who always pilots the Leviathan out and in. 

Docking and Undocking 

In docking the Leviathan there is no particular trick that 
must be known, but on undocking her it must be so timed that 
while on the New Jersey side at Hoboken the water is dead 
slack, the flood on the New York side has just begun to make. 
This helps the operation in two ways. First, by getting her 
away from the dock before the flood current begins to press her 
against the dock, and second when she backs out, the beginning 
of the flood current on the New York side assists to turn her 

[ 102 ] 



THE 



u. s. s. 



LEVIATHAN 



stern upstream and operates to point her correctly. In leaving 
New York for sea, the ship must be manoeuvered over to the 
New York side, the deepest water being on the New York side. 
In midstream and on the New Jersey side, between Hoboken 
and the Statue of Liberty, there is not enough water to float 




Directing the Docking of the I . S. S. "Levl 



the Leviathan. In docking and undocking we need from four- 
teen to sixteen tugs. Abnormal conditions can be expected in 
the winter months. Upstate freshets and northerly gales some- 
limes operate to kill the flood current off Hoboken and to cause 
a continuing ebb current. Such a condition has happened, 

[ 103 ] 




,.v,'>i : " ...,-., -..;■■; 



^te^^MH 







Brest Harbor 



THE U. S. S. LEVIATHAN 



making it impossible to point the ship correctly downstream, 
and it has been necessary to yield to the elements and to permit 
her to turn the ship. There is always an apprehension in 
entering and leaving New York Harbor lest merchant vessels 
carelessly anchor themselves in the Leviathans fairway. Such 
a condition adds difficulties to the piloting of the ship. 

Like most passenger vessels she is designed to have a slow 
and easy roll, which means that she has not a great margin of 
stability. In entering New York, bringing troops homeward, 
it is necessary to keep the troops in control and evenly dis- 
tributed, because in their excitement and happiness, they tend 
to rush from one side to another on the passing of every cheer- 
ing ferryboat, heeling over even this great ship. When this 
ship heels over, owing to her great beam, and to her box-like 
dead-flat section, it materially increases her already great draft. 
Large ballast tanks with suitable pumps are provided for the 
purpose of counteracting the tendency of the ship to heel over, 
but in spite of this, at sea she lies over to the breeze, and in 
entering New York she is very sensitive to the movement of 
troops about the deck. 

In mooring to the buoy in Brest Harbor, it is an advantage 
to arrive at slack water; she must be brought to the buoy with 
her momentum entirely gone, for her great weight of sixty-nine 
thousand tons, if moving when the buoy is correctly placed, 
would make it impossible for the mooring party to handle the 
great heavy links of four-inch chain, and to connect the mooring 
shackle. 



[ 105 ] 



THE 



U. S. S. 



LEVIATHAN 



Drydocking the U. S. S. "Leviathan" in 
Gladstone Dock, Liverpool, England 

By Lieut. A. W. Minuse, U. S. N. R. F. 



Drydocking a ship in a graving 
dock means placing the ship in a dock 
or basin at the entrance of which is a 
gate or caisson, accurately centering 
the ship over a system of blocks or 
beds, previously prepared according 
to plans and then pumping the water 
out of the dock. 

When a ship is designed the Na- 
val Architect always prepares a dock- 
ing plan showing in detail just how to 
prepare these beds so that the ship will 
rest evenly without straining her in 
any way. Ordinarily, docking a ship 
up to 32,000 or 33,000 tons is not 
much of a problem, nor does it involve 



f 














Lf H|] 


^^--.'~' 


S' 1 


3 


1 


/ft 


V/m 





much of a risk, but on larger ships with all the necessary data 
known, those connected with the docking always feel easier when 
they see the ship setting safely on the blocks. 

To give some idea of the size of the Leviathan consider 
our latest, biggest and most powerful battleship, the New 
Mexico. She weighs 32,000 tons. The Leviathan weighed 
or displaced at the time of docking more than twice this, or 
approximately 66,000 tons. 

We had no docking plans nor plans of any description 
showing her form or construction. The Germans had either 
destroyed or removed all her plans. This was the problem 
we were confronted with in January, 1918, when it was decided 
to dock the ship in Liverpool for the necessary cleaning and 
painting of her body under water, and doing other necessary 
work, including a clump on her forefoot for towing the para- 
vanes, or mine-sweeping device. 

[ 106 ] 




In Dry Dock 



THE U. S. S. LEVIATHAN 



The Liverpool Drydock 

The Gladstone Dock in Liverpool was the only drydock 
in the world at the time that would take the Leviathan. The 
entire development of this dock, which included a tidal basin, 
was not completed when the war broke out, so the tidal basin 
was abandoned and one of a pair of docks was finished up and 
a long channel dredged to the River Mersey. 

The ship drew so much that we could not enter the dock 
except at the spring tides, or in other words, only about two 
days out of a month would permit us to enter the dock, provided 
the wind did not cut the tide too much. 

The next thing was to decide on how to prepare the beds 
of the drydock to receive the ship. An examination of her 
bottom was necessary. Divers were sent down and they re- 
ported that she had neither docking nor bilge keels, and that 
her keel plate consisted of a plate of about 2 inches thick by 
3 feet wide. 

In converting the ship from a passenger to a troop ship, 
we naturally became familiar with every detail of her con- 
struction. With this knowledge of her construction and due 
consideration being given to the location of the heavy weights, 
etc., it was decided to place the main bed under the third inter- 
costal, this bed running from frames 220 to 101, or a distance 
of 358 feet amidships. The spacing of these blocks was 6 feet, 
or every other frame space. The center of these blocks was 
25^/2 feet from the center line of the ship. 

In addition to the center line bed, which is placed under- 
neath the keel, and the two main beds, one port and one star- 
board, which is placed under the third intercostal, an outer 
bed, consisting of four sets of five blocks each, space 6 feet 
centers, was placed under the fore and aft coal bunker bulk- 
head, at the intersection of the thwartship bulkheads. 

The fore and aft center of these blocks came at frame 
199, 174, 151 and 126. Blocks of the outer bed were stag- 
gered with those of the inner bed. This outer bed was 35 
feet from the center of the ship. At the fore and aft ends 
of the ship where the dead-rise is considerable, an inner bed 

[ 108 ] 



THE U. S. S. LEVIATHAN 



a few inches from the center of the ship for a distance of 60 
feet was prepared, 12 feet 6 inches forward, and 13 feet 
9 inches aft. 

After deciding the location of these beds, the next step 
was to get some idea of how to prepare them, so that they 
would conform to the shape of the ship. Preparing the center 
line bed was of course easier, as it was known that the keel of 
the ship was a straight line. 

The forward end of the center line bed consisted of a 
solid line of blocks for a distance of 104 feet, and the after 
end of a solid line of blocks for 144 feet, where exceptionally 
heavy weights would be carried. The balance of the blocks 
was spaced every 15 inch centers, except in the way of water- 
tight bulkheads. Under these bulkheads the blocks were filled 
in solid for 7 blocks. On each side of these, two spaces were 
omitted and then filled in solid for 5 blocks. Reference to the 
docking plans will show the spacing of these blocks. 

Blocks and Beds 

An idea of the blocks used in building the beds can be 
had by referring to the photograph. They consisted of 3 cast 
steel wedges, which, when placed upon each other, were about 

3 feet high, 15 inches wide at the bottom, and 3 feet 6 inches 
long. On top of these steel wedges was placed a hardwood 
block 12 inches square and 4 feet long, and on top of the hard- 
wood blocks was placed a soft wood cap 12 inches wide by 

4 inches thick by 4 feet long. 

To prepare the main, inner and outer beds, it was neces- 
sary to have some idea of the form of the ship. By opening 
up the water-tight doors in the fireroom we were able to get a 
base line 300 feet long. Every other double bottom tank was 
pumped out and offsets taken at the fore and aft ends of these 
tanks, in way of the main, inner and outer beds. The taking 
of these offsets was greatly facilitated by the fact that the 
double bottom was found to be flat in both the fore and aft 
thwartships direction. Buttocks were run through these offsets. 
While these buttocks faired up very well, it was realized that 

[ 109 ] 



THE U. S. S. LEVIATHAN 



the measurements would not be accurate enough for the actual 
preparation of the beds; therefore they were prepared to 
within 4 inches of these measurements. 

Several hundred wedges of varying thicknesses were made 
ready in advance, and after the ship was placed on the center 
line blocks, the space between the main and outer beds and 
the ship's bottom was packed with the wedges by divers. 

The Gladstone Dock was prepared according to the above 
description, carefully checked and measured, and then flooded 
to about 10 feet, so that no one could tamper with it. After 
the dock was prepared, we had to wait several days for a spring 
tide, and also to dredge out a shifting shoal at the entrance of 
the channel leading to the dock. 

The first tide that the ship could enter the dock was at 
11:50 A. M., January 14, 1918. She was brought to as even 
a keel as possible, which was 35 feet 9 inches forward and 
37 feet 6 inches aft. This was accomplished by filling the 
forward tanks and emptying the after tanks and placing about 
1,400 tons of coal in her reserve and forward bunkers. This 
was the nearest to an even keel that we had ever had the ship 
up to this time in the light condition. I might mention here 
that in this condition the ship is extremely tender, and that 
Lieut. Watts of the Engineering Department, displayed great 
diligence and good judgment in keeping her perfectly upright, 
while setting her on the blocks. 

Entering the Dock 

On January 14, 1918, the ship proceeded down the Mersey 
River to the entrance of the dock, but the wind was too high to 
attempt making the entrance, and we had to return to Princess 
Landing. On the 15th conditions were much better but none 
too favorable. However, as it was the last day of the spring tide 
we had to make the attempt. The spring tides are about 21 
feet, and the current is very swift, so we had less than an hour 
in which to enter the dock and close the caisson. 

The entrance was very narrow, so that tugs were of little 
assistance and she had to go in under her own power. It was 

[ no ] 



THE U. S. S. LEVIATHAN 



a fine piece of seamanship and was successfully accomplished 
without damage to either the ship or the dock. The handling 
of the ship in the long entrance channel to the dock was done 
by the Senior Captain of the Cunard Line on shore. We were 
all greatly shocked about two weeks later to learn of his death, 
due to a channel steamer being torpedoed on its return from 
France, where he had been called on an important conference. 
It was the loss of such fine men through the treacherous German 
submarines that brought home to us more than ever our solemn 
duty to beat the Germans at all costs. 

On the 16th everything was ready for setting her on the 
center line blocks. The weather conditions were ideal; the 
wind was on the stern and the ship was on an even keel. The 
stern touched the blocks and she settled at 3:55 P. M. 

Previous to setting the ship on the blocks 12 sighting 
battons were erected along the level of "B" deck from stem to 
stern, so that if the ship was strained in any way it could be 
readily noted. A piano wire was also stretched from side to 
side at the top of the thwartships coal bunkers amidships and 
connected to a spring balance, so that any opening up effect, 
due to the divers not properly packing the main beds, would 
immediately show. 

As soon as the stern touched the blocks the top row of side 
shores were set up commencing from aft. These shores were 
spaced every 5 frames, or about 15 feet centers. Altogether 
there were three rows of these side shores. The water was 
then lowered to a depth of 32 feet and the water maintained 
at this depth while the divers packed the main, inner and outer 
beds. As soon as possible after the water reached 32 feet, 
the water in all the tanks was pumped out with the exception 
of the feed tanks and No. 23 and 24 fresh water service tanks. 
The stem and side anchors were lowered and the pig iron in 
No. 17 tank, amounting to about 473 tons, was removed. 

The water was maintained in the dock at 32 feet, because 
at this depth the ship was just resting nicely on the center line 
blocks and would not compress the soft wood caps. We did 
not want any unnecessary weight on the center line blocks until 
the divers had finished their work on the main and outer beds, 

[ 111 J 



THE U. S. S. LEVIATHAN 



so that when the dock was finally pumped out, the ship would 
imbed itself in the soft wood capping at a uniform depth. 
This worked out exceptionally well, and was remarkably uni- 
form on all beds, amounting to about 2 inches at the end of 
the third day. On the third day the spring balance on the 
piano wire registered less than an ounce difference. The 
sighting battons showed that she had settled amidships about 
1 3/8 inches. After floating she returned to 1/8 inch of the 
original condition. This I believe to be the natural hog of 
the ship. 

The undocking of the ship was somewhat unusual in that 
7,800 tons of coal were placed aboard while she was in dry 
dock, 1,400 tons while the dock was absolutely dry and the 
balance of the coal, with from 35 to 37 feet of water in the 
dock. This was not sufficient to float the ship, and she still 
rested upon the docking beds. Immediately before letting in 
the water, all the bilge and hanging shores, and shores under 
the stem and stern that would in any way injure the ship should 
she take a sudden list, or any undue change of trim, were 
removed. These shores were removed at about 15 minute in- 
tervals, so that the ship could adjust itself and any undue 
settling could be noticed. During this operation men were 
stationed at the sighting battons and the piano wire. Water 
was then admitted as quickly as possible to 35 feet and main- 
tained at this level while additional coal was put aboard from 
barges admitted to the dock at low tide. This was a rather 
trying ordeal, but was successfully accomplished in 5 days. 

Arrangements had been made to leave the dock on 
February 11th. It was therefore decided to float her on the 
10th, and an estimate was made of the coal on board and 
such tanks as were necessary to bring her to an even trim and 
even keel, were filled. She floated at 1:20 on the 10th with 
38 feet 11 inches draft aft, 39 feet 6 inches draft forward, 
and less than l/o° ^ st to starboard. 

I cannot speak too highly of the hearty co-operation re- 
ceived from the ship's officers and crew, especially Naval Con- 
structor J. H. Jack, U. S. N. This applies not only to the 
docking of the ship, but to her conversion from a passenger 

[ 112 ] 



THE U. S. S. LEVIATHAN 



ship to a transport. No duty was too strenuous or hours too 
long, and during the conversion the living quarters on the ship 
were not of the best. They were continually shifted from one 
part of the ship to the other, even the meals were of a 
makeshift character and at times irregular. Every man seemed 
to realize what we were up against and that we must make 
good. Everyone pulling together, accomplishment was made 
possible. 

The conversion of the ship to a transport speaks volumes 
for the Navy Department organization and more particularly 
for the New York Navy Yard, under whose direct supervision 
the work was undertaken. 

The ship was so big that she could not be taken to a 
shipyard, nor transferred to the Navy Yard. The task had 
to be undertaken where she lay at her piers in Hoboken and 
the New York Navy Yard organization was elastic enough and 
active enough to carry on the work outside the Navy Yard. 



The Bridge 

General conditions on the bridge were good. Instruments 
had deteriorated somewhat, owing to the long stay in port and 
not being used. 

All signal flags and navigation instruments, including 
the three chronometers which comprised part of her equipment 
were removed. The ship was equipped with two master gyro- 
scopic compasses installed on "G" deck and seven repeaters for 
use on the bridge in steering and taking bearings; these were all 
found to be more or less in need of repairs and after days of 
hard and tedious work on the part of Lieut. W. H. F. Schluter 
and his well organized staff they were put in fine condition 
and have been kept in this manner constantly even though he 
has had to add pieces of lead to each master gyro to maintain 
a level. Being of German manufacture, no spare parts could 
be obtained during the war, but whenever they were needed 
Lieutenant Schluter proved to be the ''man of the hour." 
[ 113 ] 



THE U. S. S. LEVIATHAN 



The gyros were only one of his many troubles for, being elec- 
trical officer, there were numerous other duties about the ship. 
There were a great many German charts left on board but the 
ship was equipped by the Bureau of Navigation with American 
charts before leaving port. The steering gears and all the 
telegraphs were changed to English speaking. The deep-sea 
sounding machines are still in commission after a great amount 
of usage, and the motors attached to them for heaving in the 
lead are still in good working order. The patent log for 
measuring distance is the "Forbes," an English patent. Loud- 
speaking telephones reached to all the principal parts of the 
ship, and are very much used. A fire-alarm indicator is placed 
in the wheelhouse and is set at fifteen-minute intervals. This 
indicator has pipes leading to all holds through which the 
smoke from any fire in a hold would be drawn and can be 
seen in the wheelhouse when the alarm goes off. A steam hose 
can be connected to the pipe and the fire smothered. There 
is a control for operating water-tight doors and a diagram show- 
ing location of each door; upon this diagram an electric light 
burns when each door is closed, showing the officer of the deck 
whether the control works properly. 

The big 44-inch searchlight on the foremast is con- 
trolled very readily from the bridge by a small lever; the fog 
bell is rung and all whistles are blown by an electrical attach- 
ment. The master electric clock is on the bridge and gives 
the time to 550 repeaters situated throughout the ship. These 
clocks required a great amount of painstaking labor to be put 
into good condition and demand constant care and supervision. 
During the alterations in which first class staterooms were 
ripped out to make troop quarters, the wiring system to the 
clocks was torn out by the workmen as well as everything else 
which happened to be in their path. 

As mentioned previously the ship's chronometers, three in 
number, were missing. These were afterwards found by the 
Secret Service in a nautical school in New York City. The 
commanding officer had to send them to the Naval Observatory 
at Washington, D. C. This was done with great reluctance as 
they were of the finest type and a good chronometer is a very 

[ 114 ] 



THE V. S. S. LEVIATHAN 



valuable and much used article aboard a ship. Others were 
sent to replace them. The bridge and signal bridge were 
altered for transport purposes. The fire control and range finder 
stations being built on the signal bridge, and the fine bright 
finish of the wood was changed to the more popular color at 
that time — the war gray. Otherwise the Leviathan remains 
the Valeriana 1 , as when she was in the merchant service — a 
Geiman transport in disguise. 



The Deck Force 

When the Leviathan was taken over by the Navy, the chief 
difficulty that presented itself was the scarcity of men available 
for the deck force. Only a few of the crew that had been 
assigned to the ship had ever been to sea. A few — gun crews, 
for the most part — had had some experience, but not enough 
to qualify them as seamen. This was partly due to their short 
terms of service. 

As a result, the brunt of the work fell upon the shoulders 
of a few experienced petty officers, who fortunately had been 
assigned to the ship. These men worked day and night in a 
supreme effort to organize their crews and create a working 
machine. For the first few days they did everything from 
scrubbing the decks to exploring the double bottoms. There 
was no distinction between the rated men and the seamen in this 
line of work. 

The size of the ship added to the confusion. It was im- 
possible to keep a detail together for more than a minute and a 
half. It was easy for an entire working party to get lost be- 
tween decks. It was easier for some to get lost than others. 
Finally, it was decided that the only way to keep a working 
party together was to hang a bell around the neck of the petty 
officer in charge. This scheme worked well until two working 
parties met, when it was necessary to call in a traffic cop to get 
them separated. 

Because of their unfamiliarity with the ship, details were 
apt to deliver sacks of "spuds" to the Commander's cabin, and 
[ 115 ] 



THE U. S. S. LEVIATHAN 



stationery to the blacksmith shop. This situation was relieved by 
the appointment of guides to conduct the working parties around. 

The parts of the ship allotted to the deck division (at that 
time we could only boast of one), were in rather good shape, 
considering the time the ship had been laid up. The weather 
decks were littered up like an old woman's backyard after a 
hard day's washing, but most of the truck was movable. Boats 
were piled across the hatches and all over the decks, making it 
impossible to get around. Boxes, stores and cordage were 
everywhere. 

The process of making the ship habitable was accomplished 
by a mere handful of men, most of the division being assigned 
to various details for work in other compartments. 

After the work of cleaning up had been completed, atten- 
tion was turned to the rigging. The running rigging was in 
bad shape and it was found necessary to refit all of the davits 
that were rigged with manila rope. The booms were also re- 
fitted with new whips and guys. Requisitions for wire and 
manila lines were made right and left and all of the rigging 
was overhauled. 

Of the 72 boats on board, 26 were equipped with friction 
winches and needed no power for rigging out and loading. 
The power for hoisting was furnished by electric motors, each 
one operating two or more winches. These winches were given 
a thorough overhauling and found to be in excellent condition. 
The boat falls, which were of special laid wire, were then 
unrove and tested. Only two of the entire number needed 
attention. At that time we had no serviceable wire, and it 
was a case of a few well-made long splices. 

The ground tackle on the ship was all that could be de- 
sired. Of the three Hall type anchors, the largest, or stem 
anchor, weighed a little more than twelve tons. The other two, 
port and starboard, tipped the scales at eleven tons. These 
little trinkets were the only articles on board considered safe 
from souvenir hunters. For the information of landsmen, the 
"anchor watch" has no connection with the anchor itself, but 
is merely the men on watch as Officer of the Deck's night mes- 
sengers while the ship is at anchor. 

[ 116 1 



THE U. S. S. LEVIATHAN 



The stern anchor was fitted with a 4-inch stud link chain, 
150 fathoms in length. The port and starboard anchors had 
chains of 164 and 150 fathoms, respectively. The chains for 
the latter were three and three-eighths inches in diameter, the 
size of a chain being measured by the diameter of the material 
of which the links are formed. 

The anchor engines were of corresponding size, and could 
be connected with the capstans on deck. In addition to them, 
there were seven more engines for capstans in all parts of the 
ship. In consequence, mooring the ship to a dock was not the 
hard task that it usually is. 

The stern anchor and chain had apparently been left in 
Hamburg. The hawse pipe aft, and the stern chain locker were 
utilized for the handling and stowage of the heavy manila 
hawsers. 

Most of the manila hawsers on board had to be replaced. 
Natural decay or possibly a small application of acid had so 
weakened the lines that they had a tendency to break at the most 
inopportune moments. The wire hawsers, however, were in 
A-l condition, and up until the present time, have never been 
replaced. 

But the work of fitting out was not all that had to be 
done. Men must be fed; and it seemed, from the accumulation 
of provisions on the dock, that we were being depended upon 
for the entire job of feeding the A. E. F. Truckload after truck- 
load of stores was piled on the dock, and hoisted aboard, day 
after day. We soon learned that one trip with 10,000 red 
blooded men aboard involved the consumption of almost every- 
thing we had been piling into the ship's storerooms and refrig- 
erators. Besides food, there were general stores to be handled, 
including everything from safety pins to dishwashing machines. 
Every department was working overtime to get things ship-shape, 
and the deck force most of all. 

At last it was rumored that we were about to make our 
maiden trip under the American flag. This was followed by a 
speeding up in all departments. It received final substantiation 
when military equipment and stores began to arrive. The time 
had come for a real test. 

[ 117 ] 



THE U. S. S. LEVIATHAN 



We had a chance to test our booms when a five-ton truck 
showed up as a part of the equipment to be loaded. The booms 
were of three-ton capacity and it was necessary to strengthen the 
lifts and rig a purchase in lieu of the single whip. It was taken 
aboard without mishap. 

Just before leaving all boat-falls were given a final test. 
Every boat was rigged out and lowered to within a few feet of 
the water. A party of sixty-five men then clambered in and 
the boat was hoisted and lowered ten feet or more. This party 
was used for all of the boats, which were found to be in satis- 
factory condition. A few boats not on davits were hoisted over- 
board and tested for watertightness. 

One morning in the fall of 1917 we slipped away. There 
were many conjectures as to our destination, one opinion being 
that we were bound for Panama for a last overhauling in dry 
dock. It developed that we were taking 1,500 marines to 
Guantanamo. 

Upon our arrival in Cuba, we discharged all equipment 
and turned our attention to the boats once more. The boat 
officers were given their first lesson in the handling of the boat 
winches, and some of the men were given their first experience 
in a boat under oars. 

Back again to Hoboken — more handling of stores and pro- 
visions. The Marines, although few in number, had managed 
to put quite a hole in our store of provisions. But the worst 
was yet to come. Orders sending the ship to France came, and 
with them 7,500 soldiers. 

We had one piece of luck in getting off. While the crews 
of other transports had been compelled to sit and watch civilian 
stevedores put their stores aboard, the crew of the Leviathan 
were allowed to handle everything going aboard the ship them- 
selves. There were no restrictions whatever, permission even 
being given to work night and day at the job. All of the equip- 
ment handled by the civilian stevedores belonging to the army. 
The crew handled all of the naval equipment aboard, including 
Liberty motors, aeroplanes and S. P. boats. 

Liverpool had the honor of receiving us on our first and 
second voyages. Here we went into dry dock for final repairs, 

[ 118 ] 



THE U. S. S. LEVIATHAN 



and here we had our first experience coaling ship in drydock. 
Coaling was carried on from cars running along the dock and 
also from small lighters or flats in the dock itself. The lighters 
were emptied and taken away only at certain stages of the tide. 
There was always a chance of the ship floating during one of 
these manoeuvers, and the work of bringing loaded lighters into 
the dock and sending the emptied ones out required quick 
action and plenty of it. The notorious punctuality of time and 
tide is especially noticeable in the Liverpool drydock, and 
we worked at all hours of the day and night to keep in step. 

The bottom of the ship was given a new coat of paint, and 
we left for Hoboken and more troops. On our second voyage 
to Liverpool our paravanes were installed, adding a little to the 
work, but contributing a good deal to our sense of security. 
Once more, for the benefit of the landsman: The paravanes, or 
PVs, are contrivances fitted to the bow of the ship, as a pro- 
tection against mines, so constructed that they will automatically 
pick up the moorings of a mine and cut it adrift. 

Beginning with our third trip, we worked on an express 
train schedule. Everything depended upon speed. Our car- 
goes increased at the same time. In addition to all kinds of 
army equipment, we frequently carried aeroplanes, boats for 
overseas duty, and on one trip a large mooring buoy. In order 
to load them on board, additional changes had to be made in 
the rigging, purchases and guys of the booms. Even the weather 
decks were utilized for the transportation of cargo for the naval 
forces overseas. 

At the present writing the good old ship is still on the job — 
bringing them back. The machine is running as smoothly as 
the ship's engines, and instead of having a few inexperienced 
men in the deck force, we have an organization, built from 
almost nothing, that can compete with anything in the navy. 



Embarkation and Debarkation of Troops 

This is a brief description of how the Leviathan s human 
cargo was loaded and unloaded. The plan had been fol- 

[ 119 ] 



THE U. S. S. LEVIATHAN 



lowed from the beginning with slight changes made by ex- 
perience in carrying troops over before the armistice and 
carrying them back afterwards. 

The ship's troop capacity began at 6,800 and on the 13th 
voyage it was approximately 12,000. Throughout the war 
it averaged about 10,000. In addition, officers' space has 
varied between 400 and 600. 

Throughout the war, carrying troops east, five gangways 
were employed on G-deck forward, to fill forward compart- 
ments; C-deck and F-decks amidships, to fill amidship compart- 
ments; E-deck and G-deck gangways aft to fill after com- 
partments. 

On each gangway, the compartment farthest away and 
lowest was filled and so on to the gangway compartment. In 
no case did troops crowd through a filled compartment. 

It was early realized that loading the ship with troops 
was a Navy function and was treated as such. The organiza- 
tion at each of the five gangways was: one naval officer in 
charge and assisted by one chief petty officer and fifteen men. 
Wherever Army officers were available one was detailed to 
assist the Naval officer. 

Prior to embarkation on each voyage, the ship's em- 
barkation officer made an assignment of all troops the ship was 
to carry, so organizations would not be split up but located 
in the same part of the ship to facilitate work. Often this was 
a problem on account of the arrival of trains or ferries and 
the size of organizations carried. Also, troop compartments 
had an arbitrary number of bunks in them, based on the amount 
which could be put in and not upon the number in military 
organizations. By planning we were able to get a complete 
regiment amidships, one aft, and a battalion forward, then 
filling in smaller units up to capacity. 

Generally a battalion, or approximately 1,000 men, came 
to the ship a day in advance of embarkation for the guard and 
mess details. The next day the balance of the troops arrived. 
When the guard was not posted before embarkation, the troops 
were all over decks, superstructure, and masts, resulting in 
much unnecessary confusion. 

[ 120 ] 



THE U. S. S. LEVIATHAN 



Embarkation usually began about 8 o'clock or 9 o'clock 
in the morning, although on one occasion it began as early 
as 5:30 A. M. Organizations marched on the dock, both upper 
and lower levels, the Army checkers checked the individual 
soldier's names upon the passenger lists and the soldier would 
receive a billet ticket which showed his compartment, bunk 
number, deck space, abandon ship station, safety rules, etc. 
Then the column would move over the gangway and the pre- 
scribed routes to the compartment. Each of the five columns 
were led by a Naval guide, and other Naval guides were posted 
along the route and seven or eight Navy men in the compart- 
ment, to direct the columns to the proper bunks and put the 
soldiers in the bunks called for by the billet tickets. The num- 
bering in compartments generally began in the forward star- 
board corner and ended in the after port corner. Later on, 
the bunks in the amidship compartments were renumbered so 
that a column of troops could be directed up a passageway and 
men could get into the bunks on both sides of it. 



Rules Observed 

A company officer would go into the compartment being 
filled and assist the Navy detail; troops got into their bunks as 
soon as found, and stayed there until embarkation over that 
gangway was completed. No smoking was allowed in com- 
partments. Without strict adherence to these rules, embarka- 
tion was hindered. Generally it was possible to take troops 
aboard nearly as fast as they arrived on the dock and many 
times the dock would be emptied before the next organ- 
izations would arrive. The troop mess hall on F-deck was 
used as a reservoir to hold over 1,000 troops marching in a 
serpentine line which proceeded into the compartments being 
filled. The Naval officer in charge of the gangway circulated 
from the gangway over the route into the compartment and 
saw that all went smoothly. The embarkation officer moved 
around all gangways into compartments being filled and upon 
the deck, generally overseeing and directing embarkation. 

[ 121 ] 



THE U. S. S. LEVIATHAN 



The Navy men for the forward gangway were from the 
first division, midship gangways from the third division and 
the other gangways from the fourth division. With the inborn 
aptitude of the American youth, they soon became experts in 
embarking and made short work of filling compartments. 
There was little change in the details during the entire war 
period. The men took real pride in their work. Embark- 
ation of 10,000 troops, each soldier into his own numbered 
bunk, could not have been effected in a period of six to eight 
hours, if it had not been for the zeal and ardor and intelligence 
which the men put into their work. 

Whenever a bunk was found which could not be used and 
compartments were checked over before embarkation, the 
ticket was taken up from the soldier and another secured at 
the gangway so the man could occupy a bunk in the vicinity 
of his company. 

Relations between the ship's officers concerned with embark- 
ing and the army officers of the port of embarkation staff were 
harmonious and co-operation grew as trips increased. On 
some occasions the ship's officers went to the army camps, 
gave talks and distributed ship's pamphlets in advance of em- 
barkation which were of assistance in embarking and getting 
the army settled on board. 

On these war time embarkations, one noted the eager- 
ness with which the troops came aboard to get to the scene of 
war. On one occasion a number of colored troops went up 
E-deck gangway, which had an angle of nearly forty-five de- 
grees, upon their hands and knees for safety's sake. This 
caused great laughter. 

Only on one or two embarkations were there any sub- 
stantial delays, as trains and ferries generally arrived on 
schedule. Once an entire regiment was fitted up with two pairs 
of trench shoes upon the upper level of the dock. During the 
influenza epidemic in the fall of 1918 taking the temperatures 
of all troops slowed up embarkation. 

[ 122 ] 



THE U. S. S. LEVIATHAN 



Debarkations 

During the war, debarkation on the first two trips to Liver- 
pool was simply to march the troops over the G-deck forward, 
F-deck amidships, and G-deck after gangways on the landing 
stage in reverse order of embarkation, where they mustered 
by organizations and entrained. On the third trip to Liver- 
pool, in November, 1918, the Leviathan ran her nose into the 
Mersey mud off the Gladstone dock in a heavy fog. The tide 
ebbed and the ship began to list. All the Mersey ferry boats 
were commandeered and the 8,000 troops were debarked on 
them from F-deck gangway amidships and G-deck gangway 
aft, in three hours. Gangways to the ferries in several cases 
were at an angle of sixty degrees. Debarkation was rushed 
to lighten the ship, and she was backed off on the rising tide 
that evening under her own power. 

At Brest, during the war, a different plan was followed. 
Coaling began soon after the ship was moored. G-deck gang- 
ways aft, port and starboard sides, were the only gangways 
available to debark troops onto lighters. B-deck and the troop 
mess hall were used as debarking mustering stations. Organi- 
zations moved to them from their compartments, according to 
prearranged plan, as it was essential to send the troops ashore 
by organizations. B-deck held about 1,800 men with their 
packs and the mess hall about 1,200. When assembled, they 
moved to lighters lying at the after gangway. These held 
at first according to size, from 600 to 2,200 men and they were 
packed tight. Their capacity was reduced on later voyages. 

The troops cheered the old Leviathan as their lighters drew 
away, and our men responded. The Leviathan carried many 
organizations which later paid heavy toll of casualties in 
battles. 

When the armistice was signed and the westbound tide 
set in, it required considerable work to reverse the procedure 
of embarking at Brest and debarking at Hoboken. The entire 
embarkation was over G-deck gangway for all compartments 
up to the thirteenth voyage, as it proceeded during coaling. 

[ 123 ] 



THE U. S. S. LEVIATHAN 



The procedure of filling compartments was the same, but 
it was necessary to unload lighters quickly and get them away 
so the line of troops to compartments was extended to fill 
A-deck, B-deck, D-deck forward and aft, from whence the line 
of troops fed down into the compartments. 

From 1,100 to 2,200 sick and wounded were embarked 
at the same time as the other troops, this was done under super- 
vision of the medical officer, assisted by the hospital corps. 
The casuals were taken to sick bay or E-deck compartments 
especially set aside for them. 

Debarkation at Hoboken was the quick and happy event 
following the reception the ship received coming up the harbor. 
G-deck forward, C and F-decks amidships, and G-deck after 
gangways are used. The troops march out on them in reverse 
order of embarking. Units muster on the dock according to 
their organizations. Briefly, the procedure resembles pouring 
liquid out of three different pitchers, just the reverse of filling 
the compartments upon embarkation. The debarkation! of 
troops was completed in about three hours. 

The dock was always a lively place with throngs of report- 
ers and welfare workers present with refreshments and smokes 
for the boys. The canine mascots generally got aboard unob- 
served, but in debarkation they proceed with their proud mas- 
ters down the gangways and are admired as returning heroes 
by those upon the dock. Many of the dogs were "prisoners of 
war," having come over to the American trenches from the 
enemy. 

Such, briefly, is the story of the loading and unloading 
of the Leviathan s human cargo. The doughboys have bravely 
done their part in winning the war. We of the Leviathan have 
had the happy and important duty of getting them over safely 
and bringing them back home. 



Abandon Ship Drill 

Abandon ship drill is the most important drill on board 
ship as the saving of the lives of all would depend upon the 

[ 124 ] 



THE U. S. S. LEVIATHAN 



degree of perfection, organization, and speed of execution. It 
is easily seen that a ship the size of the Leviathan by reason of 
her water-tight doors would not sink for several hours after a 
torpedo attack or after striking a mine; thus the great danger 
to be avoided is the panic attendant upon such a contingency. 
The end to be attained is the conducting of all the troops in 
an orderly and expeditious manner to the weather decks where, 
equipped with life jackets and canteens, they can climb over 
the side on sea ladders rigged for the purpose and reach the 
rafts and boats already lowered into the water. 

The abandon ship organization requires the second in army 
command to be in charge of the troop movement. He has as 
his assistants thirty-live captains as troop compartment officers 
— they are the senior officers in each troop compartment — and 
seventy lieutenants, the junior compartment officers. As a 
special abandon ship detail there are twelve majors acting as 
abandon ship mustering station officers and twenty-four captains 
and lieutenants acting as assistants to these officers. 

The abandon ship mustering stations are distributed over 
the ship and include all available space on the weather decks 
except such space as is necessary to the lowering of boats or to the 
actual navigation of the ship. The routing of the troops to 
these stations is worked out on the principle that all water- 
tight doors will be closed as soon as abandon ship signal sounds. 
The capacity of these stations is limited to a minimum of three 
cubic feet of deck space per man, giving also due consideration 
to the disposition of the ship's boats. 

During the war the first abandon ship drill was held prior 
to the sailing of the ship. All men aboard were obliged to 
keep their life jackets within reach at all times. For the first 
three drills the troops were sent below to their compartments 
at the call "assembly" on the bugles so they would become 
familiar with their abandon ship route. After the first three 
drills, troops already up on deck proceeded directly to their 
mustering stations. 

Troops were not required to wear their life jackets when 
hostilities ceased, but when abandon ship drill was held they 

[ 125 ] 




Going to Bring the Doughboys Home 



THE U. S. S. LEVIATHAN 



were sent below to assemble in their compartments, put on 
their life jackets, and then at the abandon ship call proceed 
over the abandon ship route to their mustering stations to stand 
by for further orders or until "secure" is sounded. 

The plan followed throughout the ship called for the 
emptying of the lowest compartment first. Other compart- 
ments using the same abandon ship route stand fast until the 
troops in the lowest compartment have filed past. 

It was found that by this drill all compartments could 
be emptied and all troops assembled at their abandon ship 
mustering stations within fifteen minutes of the sounding of the 
abandon ship signal, or within one half hour of the blowing of 
the "assembly" which sends the troops to their compartments. 



The Gunnery Department 

Gunnery Officers 

Creed H. Boucher. Lieut., U.S.N. ; assigned, August 3, 1917; detached 

April 20, 1918. 
Arnold H. Bateman, Lieut., U.S.N. ; assigned, April 20, 1918; detached, 

October 27, 1918. 
Charles K. Osborne, Lieut. Comdr., U.S.N. ; assigned, October 27, 1918; 

detached, April 3, 1919. 

Assistant Gunnery Officers 

William E. Malloy, Lieut., U.S.N. ; assigned, October 8, 1917. 
(Lieut. Malloy was detached as assistant Gunnery Officer in 
order to take over the duties of First Lieutenant of the ship.) 

Ship's Gunners 

Arthur B. Dorsey, Lieut., U.S.N. ; assigned, July 30, 1917; detached, 

January 22, 1919. 
John T. Swift, Lieut.. U.S.N. ; assigned, January 22, 1919; detached, 

March 6, 1919. 
James F. Williams, Gunner, U.S.N. ; assigned, January 20, 1919. 

(Gunner Williams served on board as a Chief Gunner's 

Mate from August, 1917, until he was made Gunner in 

January, 1919.) 

r 127 1 



THE U. S. S. LEVIATHAN 



Lieut. Boucher, Lieut. Malloy and Lieut. Dorsey, were 
the officers in charge of the installation of the battery, fire 
control system, etc., the training of gun crews and lookouts, 
and in fact all the numerous details required to have the ship 
in readiness for sea and action when she cleared the net in 
New York Harbor. Great credit is due these officers and the 
men of their department for the excellent manner in which this 
work was carried out. Much credit is also due the officers and 
men who succeeded them for the excellent manner in which 
they maintained the high standard of efficiency that had been 
set for them. 

There were also six Chief Gunner's Mates and seven gun- 
ner's mates of lower ratings attached to the ship during her 
voyages across the Atlantic. 

No technical discussion of ordnance and gunnery will be 
attempted in these pages, just a general description of guns, 
fire control systems, etc., and their method of operation. 

Armament and Equipment 

The armament and equipment of the Leviathan consisted 
of the following: 

8— 6-inch 50-Cal. guns Mk. VIII. 
2— 1-Pdr. guns, Mk. VIII. 
2 — "Y"-Guns for throwing depth charges. 
2 — Colt Machine Guns. 
1 — Lewis Machine Gun. 
150— .30-Cal. Springfield Rifles. 
75 — .45-Cal. Colt Automatic Pistols. 
1 — Large Bausch and Lomb 12-Ft. Range Finder. 
2 — Small Barr and Stroud 1-meter Range Finders. 
1 — Ford Range Keeper. 

The six-inch guns were installed on October 5, 1917 — 
four aft and four forward. The distance between the forward 
and after guns was about seven hundred feet, which is a 
greater distance than the entire length of any battleship we 
have in commission. 

r 128 ] 



THE U. S. S. LEVIATHAN 



The work of installation was carried on by ordnance men 
from the New York Navy Yard, assisted by the ship's gunnery 
department. 

Splendid co-ordination existed at all times between the 
Navy Yard people and the ship's force which helped materially 
to expedite the work. Considerable effort and labor were 
required to get the ship in readiness to receive the guns, mounts, 
etc. Gun foundations and gun platforms had to be built; 
blast bulkheads erected in proper places so as to protect one 
gun from the fire of the other; certain portions of the deck 
were extended in order to give the after guns a greater arc of 
train, Lines of communication, voice tubes and telephones, had 
to be run from all guns to fire control and spotting stations; 
and salvo bells and buzzers installed. All of this work was 
completed in record time and gave excellent results through- 
out the war. 

Foundation and mount tests were held on November 20, 

1917, on our trial trip to Guantanamo, when three shots were 
fired from each six-inch gun. These tests proved satisfactory 
in every respect. 

The 1-pdr. guns were not installed until September 28, 

1918. These guns were mounted on the port and starboard 
sides of C-deck amidships. They also proved satisfactory when 
fired for tests on September 30, 1918. Lieutenant Boucher 
originally made a request for four 1-pdr. guns and also two 
anti-aircraft guns, but only the two 1-pdr. guns were allowed 
this ship. 

Depth Charges 

The original depth charge outfit of this vessel consisted 
of the earlier type of depth charges, containing only fifty-two 
pounds of TNT as an explosive. We were allowed ten of 
the charges and a chute was rigged over the stern for launch- 
ing them. 

On July 27, 1918, two "Y" guns were installed 
which throw a charge of TNT weighing 300 pounds. These 
were tested out by filling four large paint drums with wet sand, 

C 129 ] 



THE U. S. S. LEVIATHAN 



to bring them up to the required weight, and firing them from 
the "Y" guns. The cans landed approximately 200 feet from 
the ship, our extra high freeboard causing them to travel farther 
than if fired from the deck of a torpedo boat. 

We never had the opportunity of trying our depth charges 
on a real submarine. A ship of this size would have to be 
extremely lucky to manoeuvre so as to be in a position to drop 
a depth charge on a submarine. 

The "Y"-guns were removed December 30, 1918, after 
the armistice had been signed. 

Machine Guns 

The two Colt machine guns were mounted forward on 
C-deek gallery, abaft No. 3 and No. 4 guns, and the Lewis 
machine gun aft by the depth charge station. The primary 
object of the machine guns was for sinking floating mines. 
The crews were kept in practice by firing at driftwood, floating 
boxes, fish, etc. The 1-pdr. crews also engaged in this kind 
of practice. 

Range Finders 

The range finders were mounted on the forward super- 
structure just abaft and above the signal bridge. The large 
range finder being mounted on a specially constructed stand 
amidships between the port and starboard fire control stations, 
and at a height of 124 feet above the water-line. Both con- 
trol stations were always within easy means of communication 
with this range finder by means of voice tubes. The two small 
range-finders were mounted on platforms — one on the outside 
of each fire control station. 

It is difficult to use the range finder against a periscope 
for the simple reason that the periscope is visible for only a 
short length of time, and is hard to get a quick reading on. 
The range will have been obtained by spotting the shots before 
the range finder can be brought into play. However, the range 
finder would have been invaluable had we been attacked by 
a raider, or a submarine on the surface. 

[ 130 ] 



THE U. S. S. LEVIATHAN 



Ammunition 

The ammunition allowance for the ship was: 

1,200 — 6-inch shells, long point. 
1,200 — 6- inch 50-cal. powder charges. 

80 — 6-inch flat nose shells. (Non-ricocheting, for 
submarines when submerged.) 
480 — 1-pdr. cartridges. 
89,000— Cartridges, for .30-cal. rifle. 
10,000 — Cartridges, for .45-cal. automatic pistol. 

In addition to the above, blank ammunition for rifles was 
carried for training with ex-caliber. 

Forty shells were carried in shell racks at the guns at all 
times, and twenty rounds of powder at each gun while at sea. 
The rest of the ammunition was carried in the magazines for- 
ward and aft (seven decks below) and supplied to the guns 
by means of elevators and ammunition parties. 

Gun Drills 

Gun and fire control drills were held daily to keep all 

hands in practice. These drills were discontinued while in the 

war zone. Actual conditions were simulated as much as pos- 
sible at all drills. 



Gun Watches 

When not in the war zone two guns forward (one on each 
side) and two guns aft, were manned by a crew of six men at 
all times, with a man at the telephones of each of the guns off 
watch. The men off watch had to remain in the vicinity of 
their quarters ready for instant call. 

While in the zone all guns were manned by a crew of six 
men with six men standing by in reserve. The guns were kept 
loaded, both in and out of the zone, with powder and shell — 
ready for instant firing by inserting a primer. 

[ 131 ] 



THE U. S. S. LEVIATHAN 



Lookouts 

Good lookouts are absolutely essential to a ship's safety. 
They have one of the most important positions on the ship. On 
their alertness depends the discovery of any submarine or sus- 
picious object in his arc of lookout and the immediate and 
accurate reporting of it to the fire control officer, so that the 
guns may be brought into action in the quickest possible time 
against the enemy. 

There were twelve lookout stations on this vessel — six 
on each side — so arranged that each lookout had an arc of 
thirty degrees to keep under close observation. Of course there 
were additional lookouts on watch at all times, such as the gun 
crews, control officers, signalmen and officers-of-the-deck. Each 
tried to be the first to spot a hostile periscope. 

Personnel 

The personnel of the gun crews, lookouts, etc., showed 
excellent qualities and sense of duty during the period of the 
war. In all attacks by submarines, and false alarms, every 
man performed his duties as he had been taught at drill, 
showing no undue excitement, always on the job and ready for 
more. 

The letter from 6-inch gun crew No. 2 quoted below is 
an example that well shows the spirit of the men. 

U. S. S. Leviathan, 

April 26, 1918. 

From Number Two Gun Crew 
To Commanding Officer, 
Via Executive Officer. 

Subject: Request to be transferred with 6" Naval Gun to 
Western Front. 

1. It is respectfully requested that the Number Two Gun 
Crew be transferred with a 6" Naval Gun to the Western Front 
to aid American Artillery. 

2. The entire crew of Number Two gun are very desirous 

[ 132 ] 



THE U. S. S. LEVIATHAN 



of a six months' tryout to prove their ability, and if the service 
rendered is satisfactory, it is recommended that more gun crews 
from U. S. Naval ships be transferred to the Western Front; the 
transfer to be voluntary. 

3. This is being done in the French and British Navies, and 
is proving very successful. 

(Signed) P. R. Bradley, 

Gun Captain No. 2 Gun. 

First Endorsement 

U. S. S. Leviathan, 

April 29, 1919. 
From Gunnery Officer 
To Commanding Officer, 
Via Executive Officer. 

1. Forwarded. Recommended that if the ship is required 
to furnish a gun crew for the proposed Naval Artillery Brigade, 
this request be favorably considered. The spirit of the gun crew is 
especially to be commended. 

(Signed) A. H. Bateman, 

Lieutenant, U. S. N. 

The American Artillery referred to was the U. S. Naval 
Brigade. They served on the Western Front under the com- 
mand of Admiral Plunkett, United States Navy, and did great 
credit to themselves and the naval service. 



Target Practice 

Our first target practice was held November 27, 1917, 
while returning from our trial trip to Guantanamo, Cuba. 

During the time the ship was being prepared for sea at 
Hoboken, little time was had for drills and preparing the gun 
crews. However, they were all drilled in their various duties 
and every effort was put forth to get them in shape. 

The practice was held in a choppy sea with a stiff wind 
blowing and an overcast sky, making it difficult to pick up the 
targets — two spars, so weighted as to make them float upright. 
Despite this handicap and the newness of the crews, an excel- 
lent score was made. 

[ 133 ] 



THE U. S. S. LEVIATHAN 



Score 

Shots fired, 78; hits made, 63; percentage of hits, 75.42 
per cent. 

This good shooting called forth the following note of 
commendation from the Gunnery Officer to all gun crews. 

U. S. S. Leviathan, 

December 7th, 1917. 

Memo from Gunnery Officer 
To All Gun Crews: 

The Gunnery Officer is highly pleased with the results of the 
late target practice. Such accurate firing in action would almost 
surely put a submarine out of action in short order, and if we 
are ever called upon to fight for our lives, the Gunnery Officer is 
confident that the Gun Crews will bear themselves as calmly as 
they did a few days ago and shoot as accurately. 

(Signed) G. H. Boucher, 

Lieutenant, U. S. N. 

Our second target practice was held June 5, 1918, while 
on our way from Brest, France, to New York. Spotters who 
had had no previous experience at actual spotting were picked 
to control the gun fire and made an excellent showing. 



Score 

Shots fired, 38; hits made, 28; percentage of hits, 70.62. 
Gunnery Officer, Lieut. A. H. Bateman, U. S. N.; Chief Umpire, 
Lieut. R. H. Jones, U. S. N. 

The third and last practice was held on our way from New 
York to Brest, France, on October 4, 1918. We had unfavor- 
able conditions as to weather and visibility. A high wind and 
a large swell on the starboard quarter rendered the ship a most 
unsuitable gun platform. The speed was twenty knots. How- 
ever, it proved valuable because of the difficulties to contend 
with. In this practice, as in the second practice, new spotters 
were put in control of guns in order to gain experience. 

[ 134 ] 



THE U. S. S. LEVIATHAN 



Score 

Shots fired, 32; hits made, 18; percentage of hits, 51.66. 
Gunnery Officer, Lieut. A. H. Bateman, U. S. N.; Chief Um- 
pire, Lieut. R. H. Jones, U. S. N. 

Submarine Attacks 

The submarine attacks and alarms are described in detail 
in Part II of this book. See the following dates: May 6, 1918; 
May 30, 1918; June 1, 1918; June 25, 1918; September 2, 
1918; October 31, 1918. 

F. I. Collup, Chief Gunner's Mate, U. S. N. 



The Electric Plant 

Lieutenant W. H. F. Schluter reported for duty July 29, 
1917. The electrical plant at that date was in charge of Mr. 
Joe. O'Donnell, head electrician, Navy Yard, New York. The 
civilian force were scattered over the ship, tracing out and 
locating circuits. This was a most difficult procedure because 
ihere were absolutely no plans of circuits nor any descriptive 
matter of electrical apparatus. 

On August 13, 1917, the first Navy electrician reported 
for duty and a few days later more reported. As soon as 
enough electricians reported, the civilian electricians were 
relieved from dynamo watch. Next the entire communication, 
lighting and power details were taken over by the Navy elec- 
tricians, both regular and reserve. 

When these details were arranged the Navy Yard elec- 
tricians were relieved from the maintenance of the plant and 
attended to new installation and repair work only. It was at 
this point where actual headway was made in preparing the 
plant for sea, for under the former arrangement the Navy Yard 
electricians could not devote their entire time to repair work 

[ 135 ] 



THE U. S. S. LEVIATHAN 



and new installation without being called off their job every 
little while. 

The co-operation between the civilian and enlisted elec- 
tricians was splendid and too much credit cannot be given to 
these two classes of men. It was fine to see the spirit that 
prevailed, for both were anxious to get the ship ready for sea. 
To say that this called for good hard work, hour after hour 
and day after day, is putting it mildly. 

To describe in detail just how all this was accomplished 
would fill a book in itself, but it may be grouped under the 
following heading and then each group described in general 
terms. 



Lighting, Ventilation and Interior Communication 

The first problem was light. To solve this so as to be able 
to have battleship control, it was necessary to locate every light 
on its proper circuit. There are about fifteen thousand lights, 
controlled from eighty-one lighting or power stations and each 
station containing from eighty, the highest, to ten the lowest, 
local branch circuits, which in turn are supplied from seventy- 
six main circuit switches and these again from eight main 
switchboard feeder switches. When this lighting is distrib- 
uted over fourteen decks, of which the main deck, at sea level, 
has an area of seventy-six thousand square feet, one may grasp 
the magnitude of the problem attempted by these men. This 
had to be completed without any wiring plants and without 
interfering with the ship's repair work of other departments. 

To crown it all, along came the wreckers. That is, the 
construction gang who stripped four decks of all room pan- 
eling. If it had not been for the alertness and co-operation 
of the electrical force, both civilian and enlisted, serious fires 
would have surely resulted. As it was, not a fire alarm was 
lurned in during the entire reconstruction period, due to nothing 
else except the alertness of these loyal men. 

[ 136 ] 



THE U. S. S. LEVIATHAN 



;:.::..'! . ; H H'..i: " ,:'■..■ 



Tracing the Lighting Circuit 

During the day the electricians would search out lighting 
stations, turn off lighting switches, test out circuits and do all 
minor repair work. At night after the main working force had 
knocked off, the electricians would muster in primary station 
number two, main lighting distribution station. Then a main 
distribution switch of either general lighting, police gangway, 
or police cabin lighting would be cut off. Emergency lighting 
was never cut out. The men would then leave in squads and 
make note of what lighting was cut out and what remained in; 
and in that manner the lighting control was traced down to such 
a degree of safety that at dusk all lights that might be visible 
to the enemy and at the same time provide sufficient lighting 
for reasonable comfort for the crew and troops could be con- 
trolled from one central lighting station and cut out in less 
than a minute's time. 

The proof of how successfully this was accomplished, is in 
the fact that during the entire period of the war, only one light 
was reported visible by the escort and that was due to the care- 
lessness of a young officer who left a port open against orders. 

Emergency lighting circuits were picked up by cutting 
out all general lighting circuits and then marking all remaining 
lights with a blue stripe. These circuits were then cut down 
to bring them to a safe carrying capacity of a 110 volt, 140 
ampere storage battery, which was installed for additional 
safety in case of accident. These latter circuits were so 
arranged that if for any reason the main supply should fail a 
solenoid would automatically cut them in on the storage bat- 
tery. 

Ventilation 

The next problem was the ventilation of the ship. There 
are 113 ventilating blowers (51 exhaust and 62 supply) and 
after all blowers were located the problem that remained was 
to locate the compartment they ventilated. No plans were 
available. This system was traced out by starting a blower 
and then tracing up the ducts and recording the particular 
section that it ventilated. 

[ 137 ] 



THE U. S. S. LEVIATHAN 



Interior Communication 

All interior communication was traced out in the same 
manner, i. e., start from the transmitting apparatus and from 
there on trace the piping and wiring until finally we arrived 
at the receiving end. Then there were two Anshutz Gyro com- 
passes, which no one knew anything about, but here, again, 
through the close co-operation of the Navy Yard force and the 
ship's electrical force, the secret of operating these compasses 
was successfully solved. 

To sum up the whole, one may say, it was the dogged 
determination of the electrical forces, both civilian and enlisted, 
who never gave in to any proposition that came before them, 
that carried everything through to a successful issue. 



Steering Engine Data 

The control and maneuvering of a large ship such as 
the Leviathan is a responsible job. This vessel's steering 
arrangement, or steering gear, is of steam engine type, con- 
nected to a hydraulic telemotor. The gear is so easily manip- 
ulated that a small boy standing on the bridge of this great 
ship can control any course or given route that is desired to 
be taken. 

The engines, of which there are two, one port and one 
starboard, are connected to the rudder head, which is approxi- 
mately thirty inches in diameter, by meshing into a huge 
quadrant gear twenty-four feet in diameter. This gear secured 
to the rudder head or stern is moved right or left, i. e., starboard 
or port, by a simple turn of a small steering wheel on the bridge. 
This wheel is connected to the telemotor, which is simply a 
hydraulic ram of two system pipe lines with plungers set amid- 
ships when the rudder, engines, steering wheel and rudder 
quadrant are in a neutral or center line position. The tele- 
motor is in the wheel house on the bridge approximately 800 
feet from the steering engine, which is aft or at the stern of 

[ 138 ] 



THE U. S. S. LEVIATHAN 



the ship. Two small three-quarter inch copper pipe lines, one 
port and one starboard, extend from bridge to steering engine 
room and these little pipe lines are filled with a fluid mixture 
of fifty per cent glycerine and fifty per cent water. When 
the hand wheel on the bridge is moved, this forces the hydraulic 
ram down or up, causing the fluid in pipes to open a control 
valve on the steam steering engine operating this engine and 
moving quadrant to right or left as desired. 

This rudder and stem and steering engine quadrant are 
the largest and most powerful installed on any vessel afloat. 



The Black Gang 
By One of Them 

The fire room boys of the Leviathan came from almost 
every State in the Union. They worked hand in hand from about 
August 1, 1917, until the end of the war. The success of the big 
ship is due to their hearty co-operation. The part taken in the 
war by the Leviathan is known the world over, and the spirit of 
the "black gang" merits commendation and a chapter in this 
book. 

While in the dreaded war zone, trip after trip, these boys 
plugged the fires, day and night, determined to beat Kaiser 
Bill and fool the submarines. The submarine scare from time 
to time aroused the firemen and the ship made far greater 
speed than even the original contractors thought possible. The 
pressure on the gauges at all times was on the blood mark. 

The pass word throughout the fire rooms was: "Give her 
hell, boys." 

At no time was there a boy or man who showed signs of 
fear during any run, they had no time to think of "subs." 
Speed, chow and liberty in Hoboken was all we thought of. 
Our work was hard and laborious, but no one grumbled. 

Believe me, we had at first some ash-hopper installation. 
The Germans who installed the outfit in these fire rooms should 
have been made prisoners before the war started. Water in 

[ 139 ] 



THE U. S. S. LEVIATHAN 



fire rooms was ankle deep. We were also obliged to use coal 
from the barrows in charging the furnaces owing to the Levia- 
than s goat getter "flarebacks." 

"Split Hoof" Barnes, "Handsome" Hook, "Horse" Ross 
and Gus Rush, the grouchy old chief water jerkers, made four 
round trips, before either of them showed signs of a smile. 
But they were far better off on this ship, wading in water up 
to their knees, than they would be on many German ships 
where the crew had to carry the ashes through the main dining 
saloon to dump over the side. After a few trips with this instal- 
lation the whole system was thrown on to the Gladstone Dock 
Piers in Liverpool, and a new style, such as human beings would 
put in any sea-going ship, was installed. The Germans sure 
are a funny people ! 

The fire rooms were touted later and all that was necessary 
to make the fire rooms complete was a little plush furniture. 
The boilers shaped up spick and span and the bilges were free 
from water. With this accomplished real efficiency began. 
The team work of firing the furnaces on bell signal caused 
many witnesses to wonder in amazement. Boys who were away 
from home for the first time stood manfully before the raging 
fires and defied the intense heat in performance of their duty. 

The average weight of these boys when reporting for duty 
averaged about 130 pounds. Being bright and young, with 
lots of pep, they grew strong and became efficient firemen. 
The work seemed to agree with them, even if it was particu- 
larly strenuous. In conclusion let us tell about "Wop" 
Cariddo. 

Cariddo was passing coal for seven and ten boilers in 
number four fire room, as the ship was speeding through the 
war zone on the 4 to 8 watch, when resting just inside the 
bunker, one of the destroyers in our convoy, dropped a depth 
charge just off our port beam. The report and jar of the 
explosion caused the coal in this bunker to shift. "Wop" was 
somewhat upset and surprised, but not frightened. He came 
dashing out of the bunker. Old "Biff," the "War Horse," who 
chanced to be passing through this fire room at the time grabbed 
him. 

[ 140 ] 



THE U. S. S. LEVIATHAN 



"What do you mean by jumping around in this way? 
Don't you know that is a water-tight door on G-deck? 

"It's water-tight hell," shouted the "Wop." "I think that's 
what they call a 'can,' but I ain't bluffed, I'm game. I just 
want to stay with the boys a minute. Just give me a sandwich 
and I will heave more coal out of that bunker than any five 
boilers on this ship can burn" — and he did. 



Radio Data 

No original records or blueprints were found on the ship 
for the radio equipment when she was taken over by the Navy. 
This necessitated tracing out each and every individual circuit 
and making blueprints of the same for future use. All appara- 
tus installed was of German make — Telefunken Wireless Tele- 
graph Company of Berlin. There were three complete tele- 
graph transmitters on board and three receivers. The large 
transmitter was rated at ten kilowatts and was what is known 
as an "undamped transmitter." Under favorable atmospheric 
conditions it was capable of working across the Atlantic and 
has been known to do so. 

During the three-year period of internment it had been 
allowed to deteriorate to such an extent that it would have been 
necessary to practically rebuild it in order to use it again. 
The main trouble was caused by the salt water cooling system 
eating its way through a galvanized iron case and getting into 
the frequency transformer coils making them unfit for use. 
It has not been used since. The second transmitter, known as 
a five kilowatt quench gap set, did excellent work ever since 
the ship was taken over. It is good for 1,200 miles under fair 
conditions and has worked 2,200 miles. The third transmitter 
is a one-half kilowatt spark coil set and can be used from the 
ship's power mains for short distances, or in case of emergency 
(if the dynamos were not working for any reason), it can be 
used from power supplied by storage batteries. Its radius is 
about two hundred miles. 

[ 141 ] 



THE U. S. S. LEVIATHAN 



Two of the original German receivers were kept, but one 
was replaced by a later type U. S. Navy receiver. The ship was 
never out of transmitting communication as the European 
coast is picked up before the American coast is lost and vice 
versa. The large transmitting stations of the United States and 
Europe are copied from any part of the ocean. Honolulu, 
a high powered station, has been copied while the ship lay in 
Liverpool, England, a distance of approximately 8,000 miles. 

When at sea we had special stations to copy on specified 
schedules, so that messages to the ship from the United States 
are copied when the ship is only a few hours from the European 
ports. These messages are acknowledged after transmitting 
communication has been established with the United States. 

There are three antennae, or aerials, two used for tele- 
graphic transmission and one for telephonic transmission. All 
three are used for receiving. The radio telephone set has 
been installed since the ship was taken over and is an American 
invention. It is very effective up to twenty miles and has been 
used to transmit a distance of thirty-six miles from this vessel. 
It was used during the war for inter-communication among the 
ships of a convoy or to and from the convoy and their escort, 
and after the war was used for inter-communication between 
ships lying in a harbor and the harbor station itself. This 
eliminates interference with the main harbor station working 
ships at sea. At the same time it allows the ships in the 
harbor to work among themselves or communicate with the 
shore. Prior to the telephone invention this work was done 
by visual signal when the ships were within visual signal dis- 
tance with each other or the shore. When not so situated it 
had to be done by boat, as so many ships using their telegraph 
would have made it practically impossible for the shore station 
lo work ships at sea on account of the interference. The voice 
over a radio phone has been proven to be clearer and more 
distinct than over land line telephones. 

On the Leviathan there are three operators and a messen- 
ger on duty at all hours of the day and night when at sea. One 
operator supervises the watch, two are constantly "listening in" 
with telephones, and one man does the messenger work. Both 

[ 142 ] 



THE U. S. S. LEVIATHAN 



"listening in" operators copy signals practically all the time 
when on watch. Each has an antenna and a receiving set of 
his own and listens on different wave lengths. Two messages 
may be sent simultaneously, or two received simultaneously, 
but it is not possible to send and receive at the same time. The 
two receiving operators sit within a foot of each other, yet it has 
happened more than once, that while one operator was copying a 
message from Rome, Italy, at the same instant the other man 
was copying a message from Balboa, Canal Zone. It is a com- 
mon occurrence for one operator to be copying a European 
station while the other copies a United States station. The radio 
force at present consists of one radio gunner, one radio officer, 
one chief radio electrician and nine operators. 




Upper Row, Left to Right- 
Lieut. Comdr. J. W. Ford Lieut. R. S. Skead 



Ensign H. B. Rowedder 



Bottom Row, Left to Right — 
Lieut. Comdr. J. Foster Lieut. Comdr. J. J. Jones 



[ 143 ] 




By Commander Vaughn V. Woodward, U. S. N. 



On July 26, 1917, the Commandant ordered me to report to 
the Vaterland for duty, which I did, and on the above date the 
vessel was commissioned. When I arrived on board, the engineer- 
ing department was in charge of the Shipping Board Engineers 
and personnel. There had also recently arrived about 200 
Navy firemen and a few petty officers; this was the total of Navy 
engineering personnel on board. In company with one of the 
junior engineers I went below for an inspection of the depart- 
ment. During the next three days all my time was taken up 
getting my bearings below and the layout fixed in my mind in 
order to make out a station bill so that I could determine as 
quickly as possible the personnel required. 

At the end of the third day I conveyed this information to 
the Captain with the request that he bring pressure to bear on 
the Bureau of Navigation to send our personnel, both officers 
and enlisted men, as quickly as possible. The men and officers 
began to arrive and by August 15th the last officer of the com- 
plement had arrived. As each arrived he was put in charge 
of a station and told to trace out his station, make a thorough 
examination of the interior of all piping and machinery and 
submit a report on repairs necessary and estimated time. Most 
of my time during the day was spent below and the nights were 
occupied drawing up station bills and handling the office 
paper work, my only assistant being a reserve yeoman in the 
service of the Shipping Board. I realized that, even at the 
expense of time that should be spent inspecting repair work, I 
must get my organization planned and laid out as quickly as 
possible, and in operation. By August 5th all station bills and 
organization had been completed and blueprinted and all officers 
on board instructed. At this time, on account of report of 
1 145 ] 



THE U. S. S. LEVIATHAN 



damage to machinery under repair on German ships by aliens, 
I organized a secret service force below in an effort to detect 
any attempts made to inflict damage. I purposely let the report 
spread around among the civilian workmen that there was a 
large force of government agents employed among them and 
also in the crew. This seemed to have the desired moral effect, 
because during the entire period there was but one case of 
attempted malicious damage, which was discovered imme- 
diately. An attempt had been made to thrust welding wire into 
both of the L. P. astern turbines through the gauge line holes in 
the flanges and thus damage the blading. 

I will not go into details as to the condition of the 
machinery, but will indicate some of the work done and the 
changes made in order to get her ready for sea in the quick- 
est possible time. Most of the changes in design and arrange- 
ment were made before her dock trial. 

Each piece of machinery and boiler was opened up in all 
its parts and thoroughly examined for foreign material or 
damage. While open necessary repairs were made. 

The joint on every auxiliary steam and exhaust line at 
the piece of machinery was broken and steam blown through 
before attempting to operate the machine: this to free the line 
of foreign material. 

All main, spring and thrust bearings were opened up, 
examined, cleaned and realigned. 

The float of the main thrusts were changed from .006 to 
.015 inches to conform to U. S. Naval practice. 

The rotors and casings of the four astern turbines were 
all partially rebladed in place in the ship. 

The dummy ring and piston were found broken in the port 
H. P. astern; but these were renewed and machined in place, 
the jacking engine turning the rotor while a cutting tool was 
attached to the flange of the casting, thus making a lathe out of 
the turbine and solving the practically impossible problem of 
removing the rotor from the ship to be placed in a lathe ashore. 

It was found that the impulse stages in this turbine had 
been the cause of the damage to this dummy, so it was decided 

[ 147 ] 



THE U. S. S. LEVIATHAN 



to remove the impulse stages entirely, which was done. This 
decreases the economy of the turbine, but the safety guarantee 
to the successful operation of this unit so far overbalanced this 
factor that economy was sacrificed. 

The starboard H. P. astern casing had several bad cracks 
in both top and bottom, and from records on board had not 
been in use on the last voyage of the vessel. This was in 
process of being electrically welded when I reported on board.. 
The method in use, however, proved later on test, to give a faulty 
weld, so that it was decided to cut a deep "V" groove in the 
cracks and lace with steel studs, the lacing being filled in with 
the weld, thus giving the weld holding power due to the welding 
material fusing with the studs. This machine operated success- 
fully during the entire commission of the vessel with no signs 
of ruptures or faulty welds. 

On examination of the main throttles the starboard H. 
P. astern throttle spool was found to be broken and off the stem. 
This throttle was renewed and operated satisfactorily. 

The system of automatic control of feed pumps in the 
engine room by float and pressure control was decided on as 
being highly dangerous, this system was at once removed and 
hand control of pumps substituted. 

After operating for some time it was found impossible 
to obtain a vacuum that would afford economical operation for 
a turbine plant. The capacities of the pumps and condensers 
were computed and checked up and found adequate for the 
horsepower to be handled. The low pressure system was then 
tested out by water pressure and every noticeable leak stopped. 
This however gave us no better results, the best vacuum we 
could obtain averaging around 27 inches under normal oper- 
ating conditions. The question of the wet and dry suctions of 
the pumps was next taken into consideration and it was 
decided to blank the dry suction off from the condenser and 
lead it into the wet suction of its own pump. This was done 
and with the results desired. The vacuum desired can be 
obtained at all times. With circulating water at forty degrees 
a vacuum of as high as twenty-nine inches has been obtained. 

[ 148 ] 



THE U. S. S. LEVIATHAN 

The average vacuum under all conditions obtained since this 
change is about twenty-eight inches. 

Gland Steam Turbine Supply 

In order to further increase economy a radical change 
was made in the method of supplying the turbines with gland 
steam. As installed, all turbine glands required the use of 
live steam, which with turbines of such large dimensions, was 
quite an item. By a simple change in pipe leads and valves, 
the leak off from the H. P. ahead glands, which formerly 
led to the condenser, was piped to supply the glands of all 
astern turbines and the I. P. and L. P. ahead turbines, thus 
utilizing a three-inch line of steam which was formerly wasted 
in the condenser. It is believed that this vessel is the only vessel 
afloat that uses this system of gland steam. 

The above concludes briefly a history of the major items 
of alterations and repairs in the engine rooms. 

In the fire rooms, all boilers were opened up and thorough- 
ly cleaned and all zincs removed. My attention was first 
attracted by several burned boilers and next by the elaborate 
system of automatic feeding of each individual boiler by means 
of floats, levers, valves, etc. This system was at once dis- 
mantled, removed from all boilers and scrapped. I then heard 
reports that the Germans had experienced great trouble with 
leaky tubes at the back ends of the boilers. Trams were at 
once made and accurate measurements taken on the expansion 
of the boiler between upper and lower drums on raising steam. 
This was found to be quite excessive and greatest between the 
back ends of the drums. After several experiments and 
deductions from results obtained, it was decided to remove the 
short circular internal feed in the front end of the steam drum 
and fit a standard Navy internal feed pipe running the entire 
length of the drum. This was done in all boilers and the 
expansion was reduced about eighty per cent. Since her com- 
mission we have never had to reroll a leaky boiler tube. 
From commissioning to Nov. 11, 1918, there has been a total of 
7,198 boiler steaming days, or an average per boiler of 156.5 
days of 3,756 hours. Great care was exercised in the clean- 

[ 149 ] 



THE U. S. S. LEVIATHAN 

iiiiiiiiiiiHiiii iiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiniiiiii 

liness of the boilers and boiler water. No pits or corrosion 
have been found in any part of the boilers. 

On the first trip overseas great difficulty was experienced 
in steaming, all boilers were in use and 144 revolutions per 
minute was about the maximum speed we could maintain for 
any length of time. There was an excessive amount of clinker 
formation covering the grate bars. On diagnosing this trouble 
and consulting standard works on combustion, air required per 
pound of fuel, etc., it was decided that the grate bars did not 
have sufficient air space. From computations made, a new 
grate bar was designed with an increase in air space over the 
old of thirty-five per cent. Our troubles in this line at once 
ceased, and our trip home was made at 151 revolutions per 
minute with forty-six boilers in use. Later we used thirty- 
eight to forty boilers for as high as 154 revolutions per minute. 

We experienced a great deal of trouble with the side brick 
walls of the furnaces the first two trips, which required the 
renewal of about 4,000 bricks each voyage. On being notified 
that we would be required to start making quick turn-arounds 
on the next voyage, I realized that this could not be done with 
such an amount of brick work to be repaired. After many con- 
ferences while at sea, we finally decided to tear all the brick 
work out of one boiler and substitute cast iron liners, shaped 
Lo fit the drums and punched with holes for ventilation. This 
idea proved highly successful. All boilers were immediately 
fitted likewise and all operated successfully. Besides the 
elimination of the expense for the purchase of bricks and 
cement, the labor and time of cleaning furnaces was reduced 
ninety per cent. All that is necessary for cleaning and repair- 
ing furnace walls at the present time is one man and a corn 
broom. 

The steaming efficiency has been greatly hampered at all 
times by the flow of water over the fire room floor plates, due 
to the faulty design of the German ash ejector. After many 
attempts to remedy this by altering the design, we were finally 
compelled to replace the hoppers with new hoppers of the See 
type. 

[ 150 ] 



THE U. S. S. LEVIATHAN 



There was at all times a great deal of trouble experienced 
in carrying over water from the boilers to the turbines. The 
water in the boilers was carried at the lowest level consistent 
with safety, but in spite of this the trouble still continued. On 
inspection of the main steam lines and boiler steam drums it 
was found that they were practically bare of lagging. All 
these lines and drums were immediately covered with two-inch 
of magnesia eighty-five per cent pure, and all water trouble was 
then eliminated. The water level in the boilers was also raised 
from two to four inches, thus giving a greater factor of safety 
here. 

After several trips we noticed that the uptakes were exces- 
sively hot and also that at times torching occurred at the stack 
tops. This being a menace to the safety of the ship in the war 
zone, it had to be remedied. After examining the uptake, fur- 
naces and path of gases we decided to alter the baffling. This 
was done by installing flame baffles at the base of the uptake 
in each boiler. It not only eliminated the torching, but also 
decreased the amount of soot formation about fifty per cent. 

This includes all the major items of the fire rooms. A 
few general items follow: 

An interesting phase of our overhaul was the method of 
conducting our dock trial, after all repairs and tests to indi- 
vidual main and auxiliary machinery had been completed. It 
was realized that it was out of the question to attempt to turn 
the engines over at a speed which could be called a fair trial, 
for the reason that there was no mooring that could possibly 
hold the ship at the dock. After lengthy conference with 
officers, it was decided to break the tail shaft couplings and 
jack the tail shaft aft about two inches to clear the line shaft- 
ing. This was done on each shaft and we ran each engine 
individually for 4 hours up its designed speed 180 revolu- 
tions per minute, then in manoeuvering combination to full 
speed, 119 revolutions per minute, then all four shafts in 
cruising combination up to 180 revolutions per minute. The 
dock trial proved a success from start to finish, no casualty 
of any kind occurring. In this connection, in order to get 
[ 151 ] 



THE U. S. S. LEVIATHAN 



a test on the boilers, No. 1 fire room was used the first day of 
the trial, No. 2 the second day, No. 3 the third day, and No. 4 
ihe fourth day. 

During the period between August 15th and October 16th, 
I can safely say that the officers and men of the department 
averaged every day, Saturdays and Sundays, included, eighteen 
working hours below without complaint or murmur. It seemed 
to be a matter of great pride and determination with them. 
We had heard many reports that the Vaterland would never 
leave the dock, and many letters came threatening some officer 
or man in the department. Of the men and petty officers we 
were compelled to work with, I should say that twenty per cent 
of them had never been on board a ship previous to their 
reporting here. They were all recruits direct from recruiting 
rendezvous, with the exception of a few C. P. O.'s who came 
from the fleet. During all our overhaul and repaii we had no 
plans to guide us, all lines and arrangements had to be traced 
out by the officer concerned, who submitted sketches to me. 
These sketches have been forwarded to the Bureau of Steam 
Engineering. 

We found three logs made by the Germans on the Vater- 
land. These logs, I believe were forwarded to Washington, 
but to the best of my memory the speeds on these three trips 
averaged for the entire voyage 22.4, 21 and something over 20 
knots, with an average coal consumption per day of about 
1,100 tons, running up to about 1,157 for one voyage. The 
present consumption of this vessel at 20 knots is 816 tons per 
day east bound, and 720 west bound. West bound we use 
Welsh coal. We have never steamed at 22 knots for any period 
long enough to obtain a point. 

Going to Liverpool on a trip during an emergency she 
maintained a speed of 181 revolutions per minute for a short 
period of time until a slow bell was received. 

Since the war service of the vessel started until November 
11, 1918, the Leviathan has never had an engineering casualty 
of any description, nor has the ship been delayed due to any 
cause in the engineering department. 

[ 152 ] 




By Dr. Dunlap 

The Medical Department is represented by the Senior 
Medical Officer, Commander F. A. Asserson, M. C. U. S. N., 
four Junior Medical Officers with the rank of Lieutenant each, 
one Chief Pharmacist, one Pharmacist, two Chief Pharmacist's 
Mates, and about one hundred and thirty Hospital Corpsmen. 
There are also eight nurses, in charge of Miss Mary M. Robin- 
son, Chief Nurse, U. S. N. The units composing the Depart- 
ment are as follows: Office of the Senior Medical Officer; 
office of the Medical Officer of the Day; Major and Minor 
Operating Rooms; Laboratory; Sick Officers' Quarters of 
ten beds; Medical and Surgical Wards with one hundred 
and thirty-two beds; Isolation Ward with forty beds; total, one 
hundred and eiglity-two beds; Diet Kitchen; two Sick Call 
Stations; Dispensary; Mental Ward; Guinea pig houses. 

The history of this department dates from July, 1917, 
when the first medical officers, Drs. F. J. Carroll, and E. 
M. Hudson came aboard. These officers, both Lieutenants in 
the U. S. Naval Medical Corps, were on duty at the U. S. 
Naval Hospital in Brooklyn when our government assumed con- 
trol of the Leviathan, and they were ordered to report aboard 
for duty. The vessel at that time being just as the Germans 
had left her. Drs. Carroll and Hudson at once began tentative 
plans for a medical department capable of handling the sick 
among the thousands of troops the Leviathan was being rapidly 
fitted to carry. Plans were drawn by them converting the social 
hall on A-deck into wards and operating rooms. The orchestra 
staige at the forward end of the hall was to be cut away, lowered 
to the level of the deck and that space utilized as two operating 

[ litt ] 




Center Picture: Left to Right— "Our Navigators" 

Lieut J. L. Beebe, Lieut. Com. H. C. Cunningham. 

Bottom Picture, Left to Right-Dr. J. E. Porter, Dr. T. C. Hemingshn. 

Dr. F. A. Asserson, Dr. W. F. Rathbun, Dr. H. F. Howell, 

Dr. E. F. Crofutt, Pharmacist F. B. Redman. 



THE U. S. S. LEVIATHAN 



u^^^^O^ m 







The Leviathan Nurses 

rooms with a sterilizing room. Wash rooms, toilets, linen 
lockers, and an Isolation Ward were also provided for. Places 
fore and aft were chosen as sick call stations and Dispensary. 
On August 9, 1917, Commander John J. Snyder, M. C. 
U. S. N., reported aboard as the first Senior Medical Officer. 
The plans for the medical department were submitted to Dr. 
Snyder and to the Naval Constructor, and were later adopted 
by the Bureau of Medicine and Surgery. Before the first trip 
three more medical officers reported, viz: Lieut. Commander G. 
T. Vaughan, U. S. N. R. F., Lieut. Max M. Braff, M. C. U. S. N., 
and Lieut. S. Strauss, M. C. N. N. V., so that on the first trip 
there were five medical officers, besides the Senior Medical 
Officer. After the trial trip to Cuba the Leviathan went to 
Liverpool. The amount of work was found to be too much for 
the number of doctors, and upon returning to the States another 
Medical Officer was requested. Lieut. A. K. Dunlap, M. C. 
U. S. N., was sent aboard in February, 1918, so that on the 
second trip seven doctors were aboard. On subsequent trips 

[ 155 ] 



THE U. S. S. LEVIATHAN 



into New York, Lieut. Robt. Lorentz, M. C. U. S. N., Chief 
Pharmacist C. I. Campbell, U. S. N. R. F., and Lieut. Edward 
Crofutt, M. C. U. S. N., were sent aboard for duty. During 
the month of May, 1918, Commander Snyder left to assume 
his new duties as Fleet Surgeon, and his position on board as 
Senior Medical Officer was assumed by Commander H. A. 
May, M. C. U. S. N. Lieut. Harold Hulbert, M. C. U. S. N., 
and Pharmacist F. B. Redman also joined the ship about the 
same time. Later in the summer the medical corps was further 
strengthened by the addition of Lieuts. Harry L. Howell and 
John E. Porter, U. S. Navy Medical Corps. In December, 1918, 
Dr. May was detailed to duty ashore and the duties of Senior 
Medical Officer assigned to Commander F. A. Asserson, M. C. 
U. S. N. Lieuts. Walter L. Rathbun, Thos. Sheppard, and 
A. T. Weston, M. C. U. S. R. F., reported at the same time. As 
new officers reported on board from time to time, others were 
relieved and detailed elsewhere. For the greater part of the 
time since the ship has been in commission the medical depart- 
ment has had nine doctors on board. 

As the Leviathan transported nearly one hundred and 
twenty thousand men to Europe during the war, and has brought 
back nearly as many since, it requires no active imagination to 
realize that the medical department has had its hands full. 
The percentage of sickness bound to occur among thirteen 
thousand men was enough to keep nine doctors busy, and this 
was only a small part of their work. Sanitation on such a 
huge ship was in itself a problem. Samples of food and water 
had to be examined and accepted or rejected; troop compart- 
ments and every nook and corner of the ship were inspected 
daily and a high sanitary' standard maintained; quotative 
examinations of the air in the troop spaces were made at differ- 
ent hours both day and night to determine the temperature, 
humidity, and amount of carbon dioxide in these places; these 
observations were made the subjects of various reports and 
resulted in the installation of new ventilating systems and cor- 
rection of those already in operation; during threatened epi- 
demics of infectious diseases it was often necessary to take 

[ 156 ] 



THE U. S. S. LEVIATHAN 



cultures and do other laboratory work among hundreds of men. 
In July, 1918, the Leviathan began transporting wounded men 
and has carried a large number of them to date. The wounded 
required much attention and the manner in which they have 
been cared for on board this vessel reflects great credit upon 
the medical department. 

A new departure for ships of war was the Nurse Corps. 
The corps consists of Mary M. Robinson, Head Nurse, U. S. N., 
Irene Reed, U. S. N., Charlotte F. Hyde, U. S. N., Ruby F. Nut- 
ting, U. S. N. R. F., Ruby Russell, U. S. N. R. F., Madelon 
Stowell, U. S. N. R. F., Alice B. Newcomb, U. S. N. R. F., Vera 
0. Harmon, U. S. N., Mary A. O'Neill, U. S. N. R. F. These 
were the first nurses who ever had duty on a man-o'-war. Their 
duties have been supervisory over the hospital corps, and their 
training and experience as nurses have made them of invaluable 
assistance. 

The Influenza Epidemic 

The following are extracts from reports of the influenza 
epidemic submitted to commanding officer by Lieut. Com. H. A. 
May, M. C, October 11th, 1918: 

There were 260 officers and 8,873 enlisted men of all 
grades reported as present when the ship left the dock in 
Hoboken. These made up the personnel of several organi- 
zations — the 323d Field Signal Corps, the 401st, 467th and 
468th Engineers, the 302d Water Tank Train, a September 
Automatic Replacement Draft, the 57th Pioneer Infantry, and 
the 73d Medical Replacement Section. In addition, there were 
191 members of the 60th and 62d units, Army Nurse Corps. 

The ship sailed on September 29th. Because troop space 
H-8 was deemed unfit for occupancy by reason of inadequate 
ventilation, troops quartered there were moved on the 30th to 
other compartments, causing congestion in many spaces. All 
available bunks in the sick bay were filled by army sick before 
the morning of September 30th. Arrangements were then made 
to empty F room section 3, port side, containing 200 standees. 
These bunks were filled within a few minutes with sick men 

[ 157 ] 



THE U. S. S. LEVIATHAN 



picked up from the decks. When this space was found to be 
insufficient E room section 2, starboard side, 415 bunks, was 
vacated (October 1st), and the occupants sent down to H-8 
regardless of improper ventilation. On October 3d, the port 
side of E room section 2, 463 bunks, was vacated by the Army 
guard, those sick in F. H. S. 3 were moved up to E. R. S. 2, and 
the guard sent below to be scattered wherever they could find 
space. Thus, on the night of October 3d, there was, beside the 
sick bay, a ward on E-deck capable of bunking 878 men. As 
the bunks are arranged four in a tier, one above the other, 
the top bunk could not be used for the sick, except in emer- 
gencies, because nurses could not climb up to them nor could 
sick men climb down to go to toilets. 

The Navy medical officers confined their efforts mostly to 
those in the sick bay spaces, while all the sick quarters below 
were turned over to the army medical officers. The army chief 
surgeon, Colonel Decker, and two of his juniors became ill on 
October 1st, leaving but eleven army doctors to hold sick call, 
treat patients below, and care for about thirty nurses and twenty 
officers who were ill in rooms. The navy medical officers stood 
watches in E. R. S. 3 at such times as they could be spared 
from the sick bay work, and relays of army nurses were as- 
signed to duty below, with the pneumonia cases in the isolation 
ward, with sick officers in the officer's ward, and with sick nurses 
and officers in staterooms. In fact every available medical 
officer, nurse and hospital corpsman was utilized to the extreme 
of endurance. Below, in the E-deck ward, every possible 
appliance for the care of the sick was furnished to the army 
surgeons on duty. The commissary officer placed at our disposal 
stewards, cooks and mess men, and furnished just the kind of 
food required, in the best possible fashion. The Medical De- 
partment of the ship owes, and I wish here to acknowledge, a 
great debt of gratitude to the Commissary Department, and 
to Paymaster Farwell and Chief Commissary Steward Flowers, 
especially, for their co-operation in this matter, the success with 
which they gave comfort and aid to the sick, and removed from 
our shoulders the always worrisome burden of feeding men 
unable to eat regular diet. 

[ 158 ] 



THE U. S. S. LEVIATHAN 



Course of the Epidemic 

This was influenced materially by these main factors: 

First, the widespread infection of several organizations 
before they embarked, and their assignment to many different 
parts of the ship. 

Second, the type of men comprising the most heavily 
infected group. These men were particularly liable to infection. 

Third, the absolute lassitude of those becoming ill caused 
them to lie in their bunks without complaint until their infec- 
tion had become profound and pneumonia had begun. The 
severe epistaxis which ushered in the disease in a very large 
proportion of the cases, caused a lowering of resisting powers 
which was added to by fright, by the confined space, and the 
motion of the ship. Where pneumonia set in, not one man 
was in condition to make a fight for life. 

As noted above, the sick bay was filled a few hours after 
leaving Hoboken. All pneumonia cases were placed in one 
isolation ward at the beginning, and another isolation unit was 
set aside for measles and mumps, both of which diseases were 
present among the troops. The other isolation units were first 
filled with influenza cases and later with pneumonias. Until 
the fifth day of the voyage, few patients could be sent to duty 
because of great weakness following the drop in temperature 
as they grew better. Only the worst cases in E-deck ward were 
sent to sick bay at any time, and all were potentially pneu- 
monias. The E-deck ward was more than full all the time and 
there were many ill men in various troop spaces in other parts 
of the ship. 

There are no means of knowing the actual number of sick 
at any one time, but it is estimated that fully 700 cases had 
developed by the night of September 30th. They were brought 
to the sick bay from all parts of the ship, in a continuous 
stream, only to be turned away because all beds were occupied. 
Most of them then lay down on the decks, inside and out, and 
made no effort to reach the compartment where they belonged. 
In fact practically no one had the slightest idea where he did 

[ 159 ] 



THE U. S. S. LEVIATHAN 



belong, and he left his blankets, clothing, kit, and all his posses- 
sions to be salvaged at the end of the voyage. 

During October 1st, every effort was made to increase 
hospital space below, as noted above. The heretofore satis- 
factory arrangements for army sick call were not adhered to by 
the army medical officers, and hundreds of men applied for 
treatment at the E-deck ward instead of going to the twelve 
outlying sick call stations. On this day, Colonel Decker, the 
Chief Army Surgeon, became ill. As he was the only army 
medical officer who had had army experience in administrative 
matters there was now no competent head to the army organiza- 
tion. Two other medical officers also became ill and remained 
in their rooms to the end of the voyage. 

Late in the evening of this day the E-deck ward was 
opened on the starboard side and was filled before morning. 
Twenty army nurses were detailed for duty during the night. 
When patients were brought up, their mates carefully left their 
blankets and clothing below and scouting parties had to be 
sent through the compartments to gather up all loose blankets 
for use of the sick. Fortunately we had about 100 army 
blankets in the medical storeroom which had been salvaged on 
other voyages. These were used while they lasted. 



Horrors of War 

The conditions during this night cannot be visualized by 
any one who has not actually seen them. 

The morning of October 2nd brought no relief. Things 
seemed to grow worse instead of better. Cleaning details were 
demanded of the army, but few men responded. Those who 
came would stay awhile and wander away, never to be seen 
again. No N. C. O.'s were sent, and there was no organization 
for control. The nurses made a valiant effort to clean up and 
the navy hospital corpsmen did marvels of work, but always 
against tremendous odds. Only by constant patrolling between 
the bunks could any impression be made upon the litter and 
finally our own sailors were put on the job. They took hold 

[ 160 ] 



THE U. S. S. LEVIATHAN 



like veterans and the place was kept respectably clean there- 
after. 

The first death from pneumonia occurred on this day, and 
the body was promptly embalmed and encased in a navy 
standard casket. 

When evening came no impression had been made upon 
the great number of sick men about the decks and in their own 
bunks. So arrangements were made to enlarge the hospital 
space by including the port side of E. R. S. 2. On October 3rd 
this was accomplished and from that time to the end of the 
voyage we had enough bunks to accommodate practically all 
the worst cases. Three deaths occurred this day and all were 
embalmed and encased. After going through the hospital and 
troop spaces that night it was estimated that there were about 
900 cases of influenza in the ship. In the wards we sent back 
to bunks below all men whose temperature reached 99 and 
kept all bunks filled with cases of higher fever. 

October 4th, seven deaths during the day. The sea was 
rough and the ship rolled heavily. Hundreds of men were 
thoroughly miserable from seasickness and other hundreds who 
had been off the farm but a few weeks, were miserable from 
terror of the strange surroundings and the ravages of the epi- 
demic. Dozens of these men applied at the wards for treat- 
ment and the inexperience of army doctors in the recognition 
of seasickness caused a great many needless admissions to the 
hospital. 

Many officers and nurses were ill in their rooms, and 
required the constant attention of a corps of well nurses, and 
an army medical officer to attend them. 

Each succeeding day of the voyage was like those pre- 
ceding, a nightmare of weariness and anxiety on the part of 
nurses, doctors, and hospital corpsmen. No one thought of bed 
for himself and all hands worked day and night. On the 5th 
there were 10 deaths, on the 6th there were 24, and on the 
7th, the day of arrival at our destination, the toll was 31. 
The army ambulance boat was promptly alongside, and de- 
barkation of the sick began about noon. The sick bay was 

[ 161 ] 



THE U. S. S. LEVIATHAN 



cleared first and we at once began to clean up in preparation 
for the wounded to be carried westbound. E-deck was then 
evacuated, but all the sick could not be handled before night, 
about 200 remaining on board. 

On the 8th these were taken off by the army, but not before 
fourteen more deaths had occurred. Although on this day 
almost the entire personnel (army) had gone, the nurses 
remained until the last sick man was taken off. 



Pneumonia 

It is the opinion of myself and the other medical officers 
attached to the ship that there were fully 2,000 cases of in- 
fluenza on board. How many developed pneumonia there are 
no means of knowing. Over 75 cases of the latter disease were 
admitted to the sick bay, most of them moribund. Of these, 3 
improved so much that they went back to their compartments, 
29 were transferred to hospital ashore, and about 40 died. 
As the records required to transfer patients from the army to 
the navy medical officers were furnished in but few cases, and 
as my records embrace all the dead, I had no means of knowing 
how many died in the sick bay and how many in the E-deck 
ward. Cases of pneumonia were found dying in various parts 
of the ship and many died in the E-deck ward a few minutes 
after admission. Owing to the public character of that ward, 
men passing would see a vacant bunk and lie down in it without 
applying to a medical officer at all. Records were impossible, 
and even identification of patients was extremely difficult 
because hundreds of men had blank tags tied about their necks. 
Many were either delirious or too ill to know their own names. 
Nine hundred and sixty-six patients were removed by the army 
hospital authorities in France. 



Deaths 

Ninety-one deaths occurred among the army personnel, 
of whom one was an officer, as follows: 

[ 162 ] 



THE U. S. S. LEVIATHAN 



October 2 1 death 

3 3 deaths 

4 7 deaths 

5 10 deaths 

6 24 deaths 

7 31 deaths 

8 14 deaths 

10 1 death 

The sick officer was treated in the open air on B deck, had 
a special army nurse during the day, and a navy hospital corps- 
man at night. 



Hospital Corps 

I cannot speak in terms of sufficient commendation of the 
work of the hospital corps of this ship. Every man was called 
upon to exert himself to the limit of endurance during the entire 
round trip. No one complained, every man was on the job. 
Many of them worked twenty-four hours at a stretch amid 
conditions that can never be understood by one ashore or on a 
man-of-war. Some of the embalming detail, worked at their 
gruesome task forty-eight hours at a stretch without complaint, 
and at the end I had to drive them away to a bath and bed. 

I have learned that the following named men of the Com- 
missary Department voluntarily remained on duty with the 
sick on E-deck during the entire voyage. 

George Willis CCS 

H. L. Ringrose SC-2 

A. Barbel SC-4 

R. Steinman SC-4 

Had we been in the midst of smallpox or plague they 
would doubtless have done the same. The actual danger to 
all hands was extremely great and all these men deserve the 
highest commendation for their actions. 

[ 163 ] 



Feeding the Troops 

As soon as the decision was made that the Navy would 
have charge of the commissary departments on the transports, 
plans were promptly made to effect the most complete and 
satisfactory arrangements for the subsistence of the troops 
en route. A board of three expert commissary officers was 
appointed with instructions to prepare a well-balanced standard 
bill-of-fare for use on board all of the transports. The bill- 
of-fare for a fourteen-day period submitted by the board, was 
approved and copies forwarded to the commanding officers 
of all transports for their guidance with the request that it be 
followed as nearly as possible. Experienced officers of the 
Supply Corps were then recommended for assignment to the 
transports and nothing was left undone which would contribute 
in any way to perfect arrangements for the satisfactory feeding 
of the troops. This work was new to the navy, as transports 
were heretofore operated exclusively by the army. 

On this account and because, as stated by the Secretary 
of the Navy, "The success of the transfer of the army troops 
will depend to a large extent on the conduct of the commissary 
service on each vessel. 

"It is especially gratifying to be able to report that the 
subsistence of the troops en route overseas has been satisfactory 
in every respect. This fact is confirmed by reports received 
from time to time." 

This extract from the Paymaster General's report marks 
the success of the enormous task given the Bureau of Supplies 
and Accounts of feeding the A. E. F. while being carried over- 
seas on American transports. 

The menus mentioned in the report actually originated 
from the Leviathan, and the general instructions at that time 

[ 164 ] 



THE U. S. S. LEVIATHAN 



were to 'live up to the standard required by the sample menu, 
and to do better, if possible." This was the slogan of all the 
general messes in the transport service, and it is a well-known 
fact that the army as a whole has had nothing but praise for 
the Navy Commissariat. 

The Leviathan, being the largest carrier of all the transport 
fleet, naturally placed the supply officer, Paymaster Geo. C. 
Schafer and his assistants, headed by H. B. Judkins, Ensign, 
U. S. N. R. F., Pay Corps, on their mettle to make a success of 
this enormous undertaking, although at that time and even up to 
the time the first meal was served to the troops, the huge task 
was hardly realized. 

During the period of fitting out and on the first trip, there 
were only five men in the Commissary Department who were 
known to be familiar with the navy general mess requirements 
and navy discipline, the rest of the Commissary Department 
was made up from men taken from all walks of life — lawyers, 
college men, horseshoers, business men, actors, etc.; only about 
thirty men having any experience as cooks and bakers, and 
among these only a comparative few who had any seagoing 
experience. Even these men were of an unknown quantity until 
tried out, in the actual experience of cooking and serving food 
to 10,000 troops and crew, the proportionate number carried 
the first trip through the war-zone. This was the biggest feeding 
task ever undertaken in the history of the maritime world. 

These men came from various sources of recruiting, mostly 
from the headquarters and commissary schools connected with 
the Third Naval District, arriving in batches of one to ten almost 
every day until ready to sail. None of them came fully 
equipped or uniformed and the first real muster of the Com- 
missary Department was unique in the history of the ship, about 
three hundred men falling in on B-deck. An attempt was made 
to drill them into something near the navy standard. At that 
lime it seemed a hopeless task — none seemed to know what was 
required of them, even to the simple movement of opening ranks 
for inspection. The inspection was a joke, no one in uniform, 

[ 165 ] 



THE U. S. S. LEVIATHAN 



and the expression "Coxey's Army" would describe the general 
appearance of the men. 

However, the spirit was there, and in an incredibly short 
time the men were properly uniformed and at the first crew 
inspection made a very creditable showing, even in the opinion 
of the old-timers. 

Most of these men had the American knack of adaptiveness 
and soon fitted into the duties required of them; showed such 
a splendid desire to make good that after the first trip we were 
able to compare the Commissary Department, and by no means 
discreditably, with that on the huge British transports, Olympic 
and Mauretania. 

The system steadily improved, and it is safe to assume 
that we are unexcelled by any other similar sea-going 
organization. 

Because of the "training afloat" system laid out by the 
Navy Department it is estimated that about 100 trained men 
have left the Leviathan, trained by actual experience in cooking 
and baking, thus giving the growing navy a trained personnel, 
not only cooks and bakers, but American man-o'-war's men, 
developed as such by the stern requirements of war conditions. 

HORSESHOER THINKS COOKING EASY 

Each man reporting aboard was required to fill out a ques- 
lionaire blank stating experience, etc. This was done so that 
men could be placed to the best advantage in the galley, bakery, 
storerooms and offices. Some of the answers were laughable. 
For instance, one stated that his sole experience was cooking 
for his sisters when mother was obliged to go out. Another had 
been a horseshoer for about eiglj^en years, another had no 
experience, but he knew that cooking was very easy to learn 
and that he was there for that purpose. One man made a 
strong bid for the billet of head waiter and informed the Com- 
missary Steward that if he gave him the job he would send at 
once to Chicago for his Tuxedo. 

[ 166 ] 



THE U. S. S. LEVIATHAN 



German Secret Service Interested 

During this time it was well known that the German Secret 
Service was much interested in the Leviathan and for that 
reason all new arrivals were carefully watched. One suspicious 
commissary recruit was picked out and turned over to the au- 
thorities. He was so clearly German, both in speech and 
appearance, that it would have been impossible for him to 
get by, and although nothing was heard of his fate, it is safe 
to assume that he was interned in a safe place until the end 
of the war. 

The actual fitting out was a tremendous problem, most of 
the German kitchen machinery and utensils were found either 
in bad condition or useless for the coming needs and almost 
a new installation was built, using, however, the German kettles 
and ranges when possible, discarding anything not absolutely 
essential. It was often a matter of considerable thought and 
discussion to decide what should be kept and what discarded. 

There were found on the ship seven complete kitchens, 
counting the two Jewish kitchens which were designed for 
Kosher cooking. These were intended to provide for the large 
number of Jewish immigrants carried over in the third class or 
steerage compartments and all these galleys had been splen- 
didly fitted out to care for about 5,000 passengers and 1,000 
crew. As the problem was to prepare for about 15,000 it can 
be readily seen that some drastic changes were required. 

In connection with this it might be well to state that the 
first letter written about commissary affairs asked that 27 steam 
kettles of 100 gallons capacity, 3 dough mixers of two barrel 
capacity, and 7 navy standard bake ovens be obtained. These 
were installed in addition to the German equipment left, after 
the rip-out period was finished. 

All except the first and second class galley were dis- 
mantled. All the kettles and one large electric bake oven were 
installed in the first class galley compartment, thus consolidat- 
ing the cooking machinery in the present spaces which were 
renamed the Troop Galley. 

[ 167 ] 



THE U. S. S. LEVIATHAN 



On E-deck aft, the third class galley was ripped out and a 
blacksmith and coppersmith shop installed. The third class 
dining room, later the engineer's force mess room, became tem- 
porarily the crew mess room until the number became too large 
and the first class saloon was used until the deck force quarters 
were fitted up. It was during this time that a large number of 
the crew were ptomaine poisoned by eating hash that was pre- 
pared from infected corned beef, probably made so by defective 
tinning. The entire Medical Department was busy all that day, 
but luckily no lives were lost. The rumor leaked out that in 
some way "Fritz" had got in some line work, but this was denied 
upon investigation. 

Storage 

Another phase of the preparation presented itself, the 
storage of provisions. The combined experience of the leading 
men in the department was brought into play to solve the many 
problems involved, to provide for storing and keeping of over 
two millions of pounds of provisions in the space allotted. The 
principal items and their quantities required for this loading 
were as follows: 200,000 lbs. of flour, 60,000 lbs. tinned 
meats, 25,000 lbs. salt meats, 120,000 lbs. smoked meats, 260,- 
000 lbs. fresh meats, 25,000 lbs. turkey and fowl, 30,000 doz. 
eggs, 140,000 lbs. beans, 75,000 tinned vegetables, 420,000 
fresh vegetables, 22,000 cereals, 145,000 dried, tinned and 
preserved fruits, 175,000 fresh fruits, 40,000 lbs. coffee, 3,000 
lbs. cocoa, 2,500 lbs. tea, 60,000 evaporated milk, 5,000 qts. 
fresh milk, 5,000 qts. of cream, 40,000 lbs. fresh butter, 
15,000 lbs. of lard, 15,000 lbs. salt, 175,000 lbs. of sugar. 

These quantities were estimated to subsist 10,000 troops 
twenty-five days and 1,400 crew one hundred and twenty days. 

Careful consideration had to be given to the location, size, 
drainage and estimated temperatures of the various storerooms 
and cold storage. Also the items of provisions and quantities 
of each item required and the storeroom best adapted by size 
and accessibility. This was worked out so successfully that 
when the actual provisioning was finished only about five hun- 

[ 168 J 



THE U. S. S. LEVIATHAN 



dred packages were left out of the allotted spaces due to the 
fact that at the last moment, passages had to be left in several 
rooms to give access to manhole plates leading into the double 
bottoms. 

The cold storage spaces were an unknown quantity, only 
uncertain data (not from German sources) being available con- 
cerning the temperatures of the various compartments. How- 
ever, this part of the provisioning was also successfully finished 
and it might be well to state that since the first loading, to the 
end of hostilities, only about 3,000 pounds of meats, and 6,000 
pounds of fruits and vegetables were lost through deterioration. 

Enough provisions were carried in the ship to approximate 
the supply of ten battleships and one supply ship. This com- 
parison was often used when explaining to distinguished guests 
the enormous size of the Leviathan s larder. 

During this phase of the work great consideration was 
given to the method of issuing the food to the individual soldier. 
No data was obtainable except the general requirements of the 
army regulation. How to make these requirements fit into the 
planned system of feeding was a problem, which however was 
so successfully solved that the Leviathan system of issue was, 
either in whole or in part, practically adopted for all transports. 

The general scheme is an elaboration on a rough, but 
efficient system of feeding landing forces of sailors at Guan- 
tanamo, where it was the custom to land the various ship bat- 
talions and go into camp at Deer Point for small arms practice. 

The equipment then was a limited one, namely, a mess ta- 
ble at the foot of each company street and four syrup barrels 
filled with soap and water for washing the mess gear. From 
this crude idea was built up a system that operates as follows: 

In the after end of the troop mess hall are placed twelve 
tanks fitted with direct steam jets. These tanks have specially 
fitted tops and are capable of holding eight insets or food con- 
tainers, each container holding about seventy pounds of food 
or coffee. The steam jet is turned on when the tank is filled 
with the food containers, thus enabling the food to be placed 
ready for serving, some time before the messing, keeping the 
food warm and palatable. 

[ 169 ] 



THE U. S. S. LEVIATHAN 



This tank, or serving station, contains such items of the 
meal as meats, gravy, vegetables and beverages. In addition to 
each serving station is an auxiliary serving table from which is 
served, bread, butter and desserts. Each serving station and 
table has a detail of four men and a messing sergeant who 
draws the food from the galley and serves to the men as they 
file past their particular station. 

The men march from their compartments under control of 
their compartment officer in four lines, two from forward and 
two from aft, meeting on E-deck at the grand staircase leading 
into the troop mess hall coming down the staircase four abreast. 
When in the mess hall the column is split into twelve lines and 
pass the serving stations at a slow walk through to the mess 
tables. When finished, they go on to the forward end of the 
mess hall, where there are the washing tanks somewhat similar 
to the tanks at the serving stations. These tanks have hot soapy 
and clear water in which the men wash and rinse their mess 
gear, returning to their compartments by other established 
routes. All the mess lines, both to and from the mess, are kept 
under control so that in case of an emergency during the mess- 
ing the men may be brought to their proper stations quickly 
and without confusion. This arrangement of the messing lines 
and mess hall has kept intact and separate the feeding space of 
the troops from their sleeping quarters, an arrangement of 
much sanitary value and in evidence only upon United States 
Navy transports. 

World's Feeding Record 

The system holds the world's record for feeding the largest 
number of men in the shortest period of time, ashore or afloat. 
Nine thousand men in an average time of ninety minutes were 
fed. The best time, however, for the same number of men was 
sixty-seven minutes; this means that during the messing one 
soldier was served a ration every thirty-six seconds. 

It must be remembered that these huge commissary prob- 
lems has been solved with deep thought and precision, over- 
coming the enormous difficulties presented on shipboard by the 

[ 170 ] 



THE U. S. S. LEVIATHAN 

confined space and the mass of floating population equal that 
of a large town or small city. 

On the afternoon of December 14th, the day previous to 
the starting on that historical first trip, the first meal was served. 
Previous to serving this meal, the carefully planned organiza- 
tion had to be put into operation. This required numerous 
army details for messing, kitchen work and working parties. 
These reported to the commissary office and after being prop- 
erly stationed were given instructions to carry on the messing. 

This was done about two hours after the troops were em- 
barked and the mess movement was started in the troop mess 
hall. There were many hitches in the mess movement to the 
serving stations, but all the troops were fed in about two and 
one half hours and after the second day the messing organiza- 
tion "shook down" so well, that the Commissary Department 
was able to report that the messing system was a success. In 
fact, the first meal had not been going ten minutes when it was 
realized, much to the relief and joy of those who had worked 
so hard on the fitting out the messing organization, that the 
system planned was very effective. One strict rule had to be 
made in connection with the embarkation, which was that no 
meals would be served until all messing details were stationed, 
and although it seemed harsh, an amusing incident proved its 
value. Soldiers are akin to sailors, inasmuch as they are blessed 
with healthy appetites, so that invariably when troops arrive 
aboard they are hungry, and if not restrained naturally gravitate 
to the kitchen. The first troops aboard followed their natural 
instincts and wormed their way into the galley. Their tales of 
hunger told to the sailor-cooks in the galley so worked on their 
sympathies that a relief party began issuing sandwiches. In a 
few minutes by some mysterious way the good news was passed 
that the good-natured sailors were handing out "chow" and in 
about ten minutes a thousand hungry troopers were crowded 
into the galley clamoring for "eats." The resulting confusion 
almost upset the embarkation and a hurried S. 0. S. to the 
army headquarters was made to get the soldiers to clear the 
galley. It is needless to say that the galley cooks never allowed 

[ 171 ] 



THE U. S. S. LEVIATHAN 



their good nature to get the best of them again during other 
embarkations. 

Although the start was splendid it must not be thought 
that it was plain sailing on following days for the Commissary 
Department. In fact, it was much to the contrary and the 
men who had the responsibility of the undertaking speak of 
that trip as a nightmare. 

The winter days were short and war conditions required 
that nearly all lights, inside the ship and out, must be extin- 
guished one hour before sunset. This condition meant that 
most of the work had to be done in almost total darkness. No 
refuse could be disposed of until one hour after sunset and all 
wood had to be burned. The men detailed for this purpose 
were compelled to grope their way about a strange ship in the 
dark. 

The galley and bake shop were conducted under much the 
same conditions, but the troops were fed. The Leviathan s 
standard bill-of-fare was carried out in every detail. 

Who Said Pie? 

Because the Leviathan was expected to arrive in port 
on Christmas eve, a regular navy holiday dinner with all the 
fixings was given to all hands on the day before. This dinner 
was given complete and went off smoothly with but one hitch. 
As said before, soldiers have healthy appetites and a strong 
affection for pie, and, in order to get more pie than their share, 
a great many doubled back in the mess lines and perhaps more 
than once, for there were over 15,000 rations of pie served out 
on that strenuous day. For a while it looked as if we were 
going to be overwhelmed and that the last thousand troops to 
go through the mess lines would not get any holiday dinner, but 
a good substitute dinner was provided and it is recorded that 
everybody was made happy. 

All this work was accomplished under such adverse con- 
ditions and with the added strain incidental to our first trip 
through the war zone, that it was with relief we arrived in port 

[ 172 ] 



THE U. S. S. LEVIATHAN 



and .fed the soldiers their last navy meal alongside the landing 
stage in Liverpool. Each man leaving the ship was given a 
lunch to stay him on the next stage of his journey and with 
it went the good wishes of the Leviathan s crew. The practice 
of providing a lunch to debarking troops has been carried out 
in all succeeding disembarkations. 

Improvements 

The big feat was accomplished and the rest given by the 
necessarily long stay in Liverpool was well earned and enjoyed. 
As a result of the experience of the trip, many improvements 
were made in the messing organization and galley installation, 
the most noteworthy of which was the abandoning of the galley 
forward, moving the kettles, etc., to the troop galley and giving 
up the two other mess hall spaces for berthing — messing all the 
troops in the present large mess hall. This brought about a 
consolidation of the general mess and made the task easier. 

Subsequent trips saw consistent improvement until a new 
record was established during the thirteenth trip when about 
eleven thousand home-coming troops were fed in seventy-six 
minutes best time and an average time of about ninety minutes. 
Over 150,000 overseas troops have been fed on the Leviathan s 
trips and the good ship's commissariat has become famous 
wherever the A. E. F. have gone. The Leviathan s apple pie 
has been, to quote a returning wounded soldier, placed second 
in popularity with the justly famous Salvation Army doughnut. 

The success of the first trip was undoubtedly due to the 
earnest work of all hands under the able direction of Pay- 
master Simon Pietri, Supply Officer and Assistant Paymaster 
H. B. Judkins. The work in the galley was ably directed by 
ship's cook 1st class, later Chief Commissary Steward, Martin 
J. Flynn, and it can be said without fear of contradiction, that 
the entire success of the enormous undertaking depended largely 
on his splendid judgment and ability. This must in justice 
also be said of Chief Commissary Steward W. J. Linn, who took 
entire charge of the stores and whose long and varied commis- 
[ 173 ] 



THE 



U. S. S. 



LEVIATHAN 



sary experience helped us over difficulties which at times 
seemed unsurmountable. 

Subsequent trips under the direction of Paymaster Far- 
well and Paymaster Edwards, his successor and present Supply 
Officer, have brought in their wake many improvements so that 
now the Leviathan s Commissariat is considered the standard of 
its kind. 

The following is a sample of a day's menu on board the 
Leviathan: 

MENU 
SUNDAY, APRIL 20, 1919 



Breakfast 



Oat Meal 



Boiled Eggs 

Fresh Fruit 

Bread and Butter 

Coffee 



Dinner 
Milk Turkey 

Tinned Asparagus 



Mashed Potatoes 
Pie and Cake 
Bread and Butter 
Coffee 



Supper 

Head Cheese 

Creamed Potatoes 

Bread and Butter 

Coffee 



Quantities Used to Provide the Above 



Lbs. 

Oat Meal 1150 

Milk 1056 

Sugar 1500 

Eggs (doz.) 3180 

Butter 660 

Apples 6470 

Coffee 400 

Milk 480 

Salt 10 

Turkey 15581 

Chicken 2021 

Asparagus 2856 

Mashed Potatoes 5850 

Butter 675 



Milk 480 

Sugar • • • • 400 

Salt 40 

Cake 5740 

Head Cheese 425 

Potatoes 800 

Coffee 200 



Sugar 

Salt 

Bake Shop: 

Flour 

Yeast 

Lard 

Salt 

Sugar 



200 
20 

7800 
135 
130 
100 
200 



Coffee 400 Cinnamon 



Rations issued to 13,699. 



[ 174 1 



■jODorTrg^nrrp^^ 




!^JfBf®Asfit 



hrirnrra-iryy^ 




"When do we eat? When's pay day? When can I draw a 
pair of shoes? Got any 'Bull'-an' soap-an' peanut brittle? Can 
you get us a piano, an anchor, a car of lumber and a dozen 13 
inch gadjets before we shove off?" — questions that are part of 
the sailors' existence and the cause of the Supply Officer's 
dilemma. 

How well they are answered speaks volumes for the organ- 
ization, zeal and efficiency of the Supply Department. To feed 
fourteen thousand men (and a thousand or so women, generals, 
admirals, diplomats, lieutenants and bo'sns) ; to operate can- 
teens throughout the ship that rival in their activities Wool- 
worth's chain of stores; to keep the storerooms stocked with 
every conceivable kind of supplies which are or may in any 
emergency be required in the many departments of the ship ; to 
clothe properly the crew of more than two thousand men; to 
keep the accounts of these men and to pay them twice a month ; 
to — but limited space does not permit. Enough to state that the 
patience of Job, the wisdom of Solomon, the agility of Mercury 
and the persistency of Bryan are among the requirements neces- 
sary to manage successfully the diversified activities of the 
Supply Department. Verily, the life of the Supply Officer is 
far from being a bed of roses. 

Five distinct divisions of the Supply Department were 
organized during the early days of going into commission — 
Commissary, Disbursing, Sales, Storekeeping, and Officers' 
Mess — each in charge of an Assistant Supply Officer. The orig- 
inal plans of organization and operation, evolved by Captain 
G. C. Schafer, were developed and carried out by Lieut.-Comdr. 
F. Simonpietri, upon whom rested the responsibility of filling 
the office of Senior Supply Officer on the Leviathan s maiden 
trip with more than ten thousand men on board. Under his 

[ 175 ] 



THE U. S. S. LEVIATHAN 



able guidance the routine of the various divisions were system- 
atized, improved and proven. Each subsequent trip brought 
forth new problems which were masterfully dealt with and 
solved by Lieut. -Comdr. Simonpietri and his able successors, 
Lieut.-Comdr. N. B. Farwell and Lieut.-Comdr. E. C. Edwards. 
A silent tribute to the results achieved by these Supply Officers 
is the fact that to the large transports commissioned later the 
Leviathan was called upon to furnish many trained men as a 
nucleus for the Supply Departments of these new ships, where 
Leviathan methods were introduced and are being successfully 
carried out. 

During the early voyages Assistant Supply Officers Col- 
burn, Barker, Poggi, Waters and Judkins wrestled with their 
respective divisional duties by day, and by way of diversion 
alternated as Senior Lookout Officers by night, making hourly 
rounds of the lookout stations, from the forepeak to the after 
crow's-nest, fair weather and foul. Inclined a bit toward 
rotundness, it was a ne'er to be forgotten privilege to see the 
form of "Jeff" Colburn silhouetted against the starry heavens, 
en route to the crow's-nest. "Behold!" quoted "Doc" Carroll 
one cold evening, when he espied "Jeff's" figure looming in 
the shrouds like a square-rigger, "behold yon sylph-like Romeo 
seeking his fair Juliet!" 

Other assistant supply officers who have been assigned to 
the Leviathan for duty or instruction are Messrs. Carter, 
Wrigley, Bishop, Harris, Schuler, Hoffman, O'Shaughnessy, 
Stevens, Ingram, Finstemacher and Miller. Of the "old timers" 
but Waters and Poggi remained to continue "carrying on" in 
charge of the Storekeeping and Sales Divisions respectively. 

Sales Division 

The Sales Division comprises five ship's stores (canteens) 
and the clothing and small stores issue room. With troops on 
board, the canteens, which are located in accessible parts of 
the ship, make approximately ten thousand separate sales each 
day, with a total daily cash receipt of about $5,000. The 
largest day's business amounted to $6,498, another record to 

[ 176 ] 



THE U. S. S. LEVIATHAN 



be added to the many laurels already won by the Rainbow 
Division, units of which were being transported at the time. 
As one of the canteen storekeepers put it, "If those Rainbows 
can fight like they can spend, I'd like to see them in action!" 

On the shelves of these canteens may be found the usual 
line of necessities — and luxuries — carried in all Navy canteens, 
but in unusual quantities; from the most commonplace pair 
of shoe laces to the most dainty package of bon-bons. Naturally, 
a vast amount of small items must be handled to make up 
$5,000 worth of daily sales. And these sales are made, not 
in leisurely lady-like fashion, over counter and show-case, but 
through the canteen window to a never-ending line of clamoring 
sailors and doughboys by but five storekeepers — one to each 
canteen. These five "salesmen," especially selected and trained 
for this type of duty, wait on more "customers" in a day, it 
is believed, than any other sales people in existence, including 
the busiest dispenser of wet-goods on Broadway during that 
torrid spell just prior to July 1st, 1919. 

In view of the reported atrocious activities of the Hun 
in our country during the war, every precaution was taken to 
procure uncontaminated supplies for use of the crew and troops. 
As a safeguard, samples of edible stores taken on board were 
submitted to Surgeon Dunlap for examination in the ship's 
laboratory. 

While the duties of the sales force are necessarily active 
and exacting, discretion and tact are exercised in handling such 
a large body of waiting "customers," which accounts for the 
fact that errors and "kicks" are few and far between. 

In studying the likes and dislikes of the troops being trans- 
ported, in order to ascertain the varieties and quantities of 
canteen stores to carry for sale, it was readily discovered that 
tastes of the various units differ as widely as do their geographic 
origins. Hence, when a division that originated in Dixie em- 
barks, peanut candy to the tune of from six to eight tons will 
be consumed during the voyage, together with prodigious packs 
of cigarettes; when a mid-western outfit takes passage, peanut 
candy and cigarette sales fall off, but large inroads are made 
[ 177 ] 



THE U. S. S. LEVIATHAN 



in the stock of chocolates, chewing tobacco and Navy postcards; 
when far westerners like the Sunset Division come aboard 
mountains of "Bull Durham," brown cigarette papers, caramels 
and playing cards are broken out of the store rooms, for the 
boys of the West are not strong for chocolate and peanut candy, 
though they do "roll their own" and wear out the ship's police 
force by endeavoring to keep pinochle games going in every 
conceivable part of the ship. But regardless of geographic 
origin, stormy weather creates desires much akin to all dough- 
boys — a desire to lay off such joys as chocolates, bon-bons and 
poker; a desire to be left alone, not too far from the out board 
rail, with a package of that wonderful panacea, lemon drops, 
of which as many as three tons will be consumed during a 
particularly stormy crossing. During a bit of heavy weather, 
one of the ship's wits, feigning much excitement, rushed into a 
group of forlorn sea-sick warriors, to inform them that "Here 
comes a torpedo — straight for us!" "Thank God," came the 
answering chorus. 

Aside from the fifteen tons of various candies loaded in 
Hoboken, each trip witnesses the consumption of approximately 
two hundred thousand cigarettes, twenty thousand cigars, three 
thousand packages of Bull Durham and eleven thousand pieces 
of soap. 

The Clothing and Small Stores issue to the crew about 
nine thousand dollars' worth of wearing apparel monthly. This 
active branch of the Sales Division carries a stock of supplies 
valued at fifty thousand dollars — from three cent spools of 
thread to twenty dollar overcoats. For the hard to fit and the 
Beau Brummel C. P. O.'s, the made-to-measure business is no 
small item. 

The total annual business done by the Sales Division — 
sales to the crew and troops, including transfers of stores to 
other ships and stations in Europe, amounts to nearly half a 
million dollars. All items handled by the ship's stores are 
sold at cost, with but a very small margin of profit. In some 
instances the selling price is lower than the cost. It is endea- 
vored to make not over ten per cent profit, the money thus 

[ 178 ] 



THE U. S. S. LEVIATHAN 



accumulated going to the entertainment fund, which provides 
the means of entertaining the crew and troops with movie shows 
each night, and various other activities and equipments which 
are necessary to keep the boys amused and happy. The Dis- 
bursing Division of the Supply organization is just what the 
name implies, and expends more real cash than a flock of 
youthful Pittsburgh millionaires. Besides paying the volumes 
of never-ending bills for never-ending supplies used on board, 
the pay roll of the ship's officers and men are kept by the yeo- 
men, who comprise the personnel of this division. The Dis- 
bursing Officer peels off seventy thousand cold iron men each 
pay day, which happens twice a month. Pay day, the day the 
Eagle does his big stunt, to the sailors is "Der Tag." The 
annual wages paid to the ship's company approximates one 
million eight hundred thousand dollars. 

The Storekeeping Section procure and carry in stock all 
the varied supplies used on board for the operation and main- 
tenance of the ship. The store-rooms are veritable storehouses, 
stocked with every conceivable kind of supplies from deck 
swabs to grate bars. 

One of the chief difficulties encountered during the early 
days was to find spare parts for the German electrical equip- 
ment. Our American standard equipment does not fit the 
German installations, and unless spares could be obtained the 
whole electrical system would have to be replaced with standard 
American fittings. Fortunately, there was quite a stock of 
German equipment remaining in England since the pre-war 
days. This had been carried in stock for the use of German 
ships calling at English ports. Practically all of this stock 
was purchased by the Leviathan, and was sufficient to run the 
ship until our own factories could be equipped to turn out this 
type of supplies and equipment. When the Army, Navy Yards 
and Shipping Board were clamoring for supplies, the task of 
procuring stock in quantities demanded by such a huge ship 
was indeed a difficult one. Thanks to the loyal co-operation 
of New York and New Jersey business men, and the Naval 
Commandeering Board, sufficient quantities of supplies were 
[ 179 ] 



THE U. S. S. LEVIATHAN 



secured to keep going. A typical example of the difficulties 
encountered can be illustrated by the activity necessary to equip 
the ship's hospital. The market was bare of such supplies, 
due to the incessant demands from our own and our Allies 
Army and Navy Medical Departments. Manufacturers of sur- 
gical supplies from all over the country were appealed to. 
Some had one kind of instrument, some another; from all of 
them finally evolved a complete and excellently equipped hos- 
pital, equalled by none afloat and surpassed by few ashore. 
This one purchase required nearly six weeks of effort and search 
to complete. 

Some idea of the volume of supplies necessary to keep 
the good ship running may be gathered from the following: 

For washing the interior decks, etc., about six tons of soap 
six tons of soap-powder, and two tons of lye are used each trip 

The canvas bunk-bottoms represent an $85,000 purchase 
while $6,000 would be necessary to replace the bed sheets 
Blankets for the staterooms and hospital represent an expen 
diture of $30,000, while one of the many manila mooring lines 
each 720 feet long, thirteen inches in circumference, and weigh 
ing 7,631 pounds, cost $2,403.77. The four-inch anchor chain 
cost $2,869.42 for each ninety foot length. 



[ 180 ] 




Some Passengers Carried 



Brig. Gen. Samuel T. Ansell. 

Prince Axel of Denmark. 

William A. Ashbrook, M.C. 

Chandler P. Anderson, War Industries 

Board. 
M. J. Abbott, Liquidation Commission. 
Daniel R. Anthony, M.C, Committee on 

Military Affairs. 
Major General George Barnett, U.S. 

M.C, Commanding Officer U.S.M.C 
Mrs. George Barnett. 
Samuel Blythe, American Red Cross. 
Dr. Herman H. Biggs, American Red 

Cross. 
Dr. Edward R. Baldwin, American Red 

Cross. 
H. S. Brown, Liquidation Commission. 
Col. Robert Bacon, Ex-ambassador to 

France. 
Newton D. Baker, Secretary of War. 
Mr. John L. Bouchal, Vice Consul to 

Prague, Bohemia. 
Mrs. Marie Bouchal. 
Mr. W. Boiling, brother-in-law of Pres- 
ident Wilson. 
John E. Baker, Congressman. 
Maj. Gen. A. Cronkheit. 
Irvin S. Cobb, Journalist. 
T. A. Chandler, M.C. 
Frank I. Cobb, Journalist. 
Walter M. Chandler, M.C. 
Tom Connally, M.C 
Frank K. Cameron, Representative of 

the Department of the Interior. 
Sam J. Cook, Liquidation Committee. 
Chas. P. Caldwell, M.C, Committee on 

Military Affairs. 
Maj. Gen. Joseph P. Dickman. 
Henry P. Davison, Head of American 

Red Cross. 
C H. Dillon, M.C. 

Livingston Davis, Asst. to Mr. Roosevelt. 
Col. The Hon. Lord Decies, British Army. 
Josephus Daniels, Secretary of the Navy. 
Mrs. Josephus Daniels. 
Paul K. Dayton, Liquidation Commis- 



S. H. Dent, M.C, Committee on Military 
Affairs. 

G. A. Ellston, M.C 

Martin Egan, Journalist. 

Rear Admiral Earle, Chief of the 
Bureau of Ordnance. 

Major General Chas. S. Farnsworth. 

William Fleischman, United States 
Shipping Board. 

Commander Foote, Aide to Secretary 
Daniels. 

Mrs. Sample B. Forbus and child, wife 
American Consul, Brest, France. 

Wm. J. Fields, M.C, Committee on 
Military Affairs. 

Alvan T. Fuller, M.C, Committee on 
Military Affairs. 

Benj. L. Fairchild, M.C. 

Hon. Albert M. Franklin, Italian Min- 
ister to Mexico. 

Lady Mabel Emily Grant, wife of Vice- 
Admiral Grant, R.N. 

Brig. Gen. Walter H. Gordon. 

Admiral Griffin, U.S.N., Chief of the 
Bureau of Steam Engineering. 

William R. Green, M.C 

Jas. P. Glynn, M.C 

Hoyt S. Gale, Representative of the De- 
partment of the Interior. 

Martin Green, Journalist. 

Capt. Walter H. Gerhardi, U.S.N. 

Frank L. Green, M.C, Committee on 
Military Affairs. 

Thos. S. Grago, M.C, Committee on 
Military Affairs. 

Brig. Gen. John N. Hodges. 

Fred. C Hicks, M.C 

Brig. Gen. Frank B. Hines. 

Preston Herbert, Chief of Tobacco Sec- 
tion, Subsistence Division, also Vice- 
President American Tobacco Co. 

E. N. Hurley, Chairman United States 
Shipping Board. 

Mrs. E. N. Hurley. 

W. W. Hastings, M.C. 

Dr. Samuel M. Hamill. 

Dr. L. Emmet Holt 



[ 181 ] 




Returning Doughboys 



THE 



U. S. S. 



LEVIATHAN 



Some Passengers Carried— Continued 



Senator Henry F. Hollis. 

Harry E. Hull, M.C., Committee on 
Military Affairs. 

Thos. W. Harrison, M.C., Committee on 
Military Affairs. 

William Jenkins, American Ambassador 
to Odessa, Russia. 

Rabbi Samuel J. Jack, Jewish Welfare 
Board. 

Senator Homer H. Johnson. 

Fred. P. Kepple, Third Asst. Sec. of 
War. 

Charles C. Kearns, M.C., Committee on 
Military Affairs. 

Mr. Marshall Langhorne, First Secre- 
tary of the Legation at The Hague. 

Mrs. Marshall Langhorne. 

Major Harry Leonard, U.S.M.C, of 
Boxer Campaign fame. 

Senator James Hamilton Lewis. 

Jean L. Lafoert, U.S., Vice Consul at 
Algiers. 

Maj. Gen. LeRoy S. Lyon, U.S.A. 

C. T. Lewis, Secretary to American 
Ministry to Belgium. 

Miss Julia Lathrop, Children's Bureau, 
Department of Labor. 

Ladislas Lazaro, M.C. 

Fiorello H. LaGuardia, M.C, Commit- 
tee on Military Affairs. 

Brig. Gen. L. L. McCauley, U.S.M.C. 

Brig. Gen. Samuel McRoberts, U.S.A. 

Brig. Gen. G. H. McManus. 

Joseph F. Marius, United States Ship- 
ping Board. 

Guy H. Moon, United States Shipping 
Board. 

Brig. Gen. John F. Madden. 

Mr. S. S. McClure, of McClure's Mag- 
azine. 

Mr. May, Personal Secretary to Mr. 
Daniels. 

John W. Morin, M.C, Committee on 
Military Affairs. 

John F. Miller, M.C, Committee on 
Military Affairs. 

Earl C Michener, M.C. 

Hon. Henry Morgenthau, ex-x\mbassa- 
dor to Turkey. 

Our French pilot, Jean Metayer, Major 
de la Flotte. 

Major Gen. O'Ryan. 

Mr. and Mrs. George Patulb, Jour- 
nalists. 

[ 183 ] 



Mr. Chas. P. Pressley, Vice Consul 

General at Paris. 
Mrs. Chas. P. Pressley. 
Miss Marguerite Pressley. 
William J. Pike, American Consul to 

St. Gall, Switzerland. 
Edward E. Phalen, United States Ship- 
ping Board. 
Brig. Gen. Thomas H. Rees. 
Franklin D. Roosevelt, Asst. Sec. of the 

Navy. 
John Randolph, Vice Consul to Odessa, 

Russia. 
Major General Harry W. Rogers, 

Quartermaster General. 
C W. Ramseyer, M.C 
David Runyon, Journalist. 
Brig. Gen. W. C. Rivers. 
Mrs. Joan F. L. Morgan Singer, wife 

of Rear Admiral Singer, R.N. 
Miss Joan F. L. Singer, daughter of 

Rear Admiral Singer, R.N. 
Master Michael Morgan Singer, son of 

Rear Admiral Singer, R.N. 
Thos. D. Schall, M.C. 
Mrs. Thos. D. Schall. 
William G. Sharpe, Ambassador to 

France. 
William G. Sharpe, Jr. 
Felix W. Smith, American Consul to 

Tiflis, Russia. 
Addison Southard, American Consul to 

Aden, Arabia. 
Mrs. Addison Southard. 
Inman Sealby, United States Shipping 

Board. 
Hatton W. Summers, M.C. 
Addison Smith, M.C 
John N. Tillman, M.C 
G. B. Thomason, M.C. 
Brig. Gen. Harry Taylor. 
Lieutenant General Emile Adolpht 

Taufflieb, French Army. 
Madame Taufflieb. 
Maj. Gen. Peter E. Traub. 
Rear Admiral Taylor, U.S.N. , Chief of 

the Bureau of Construction and 

Repair. 
Dr. Fritz B. Talbot. 
Maj. Teiusanu, Roumanian Attache at 

Washington, D. C. 
Mrs. Teiusanu. 
John Z. Tilson. 
Brig. Gen. Edward Vollrath. 



THE 



u. s. s. 



LEVIATHAN 



Some Passengers Carried— Continued 



Carl Vrooman, Asst. Sec. of Agricul- 
ture. 

Lieutenant Commander N. Wilkinson, 
R.N.R., Camouflage expert. 

Mrs. N. Wilkinson. 

Brig. Gen. C. B. Wheeler. 

J. Harry Welling, United States Ship- 
ping Board. 

Jas. C. Wilson, M.C. 

Dr. William H. Welch. 

Hon. Hugh C. Wallace, American Am- 
bassador to France. 

Mrs. Wallace. 

George Wadsworth, Vice Consul, 
Nantes, France. 

George M. Young, M.C. 

Brig. Gen. Chas. X. Zimmerman. 

F. D. Scott, Member of Congress. 

C. C. Michener, Member of Congress. 

C. P. Caldwell, Member of Congress. 

J. W.' Morin, Member of Congress. 

B. L. Fairchild. 

S. King, Member of Congress. 
H. E. Hull, Member of Congress. 
F. L. Greene, Member ot Congress. 
W. J. Snow, Maj. Gen., Chief of Field 

Artillery. 
J. L. Bouchal, Vice-Consul to Prague. 
J. L. Bouchal, Mrs., wife of Vice-Consul. 
N. D. Baker, Secretary of War. 

C. P. Pressley, Vice-Consul to Paris. 



C. P. Pressley, Mrs., wife of Vice- 
Consul. 

Warren Pershing, son of General 
Pershing. 

W. G. Sharp and family, returning 
Ambassador to France. 

Brig. Gen. MacArthur, Commanding 
84th Div. 

Major General McAndrews, Chief of 
Staff, A.E.F. 

Major General Shanks, Port of Em- 
barkation, Hoboken, U.S.A. 

Sir and Lady A. Newsholme, K. C. B. 

W. H. George, Vice-Consul. 

F. Hitchcock, ex-Postmaster General. 

George V. L. Meyer, Mrs., wife of 
ex-Secretary of the Navy. 

0. C. Crosby, Mrs., wife of ex-Secretary 
of the Treasury. 

B. L. French, Member of Congress. 
W. R. Greene, Member of Congress. 

C. D. Radford, Brig. Gen., U.S.M.C. 

R. Crane, U. S. Minister to Czecho- 
slovak. 

A. Gleaves, Vice-Admiral, Commander 
Cruiser and Transport Force. 

J. Haygood, Brig. Gen. 

F. H. Schofield, U.S.N. 

H. P. Davidson, head of A. R. C. 

R. Olney, Member of Congress. 

J. M. Morin, Member of Congress. 

C. P. Caldwell. Member of Congress. 



[ 184 ] 



THE U. S. S. LEVIATHAN 



Roster of Officers (Alphabetically) 

Alexander, Edward J., Lieut. (P. C), U.S.N. 
Alexander, Albert E., Lieut, (j.g.), U.S.N.R.F. 
Allen, William S., Ensign, U.S.N.R.F. 
Althiser, Edwin, Lieut, (j. g.), U.S.N.R.F. 
Amberg, Edward J., Ensign (P. C), U.S.N.R.F. 
Andrews, Ellwood W., Lieut., U.S.N. 
Armiger, William J., Ensign, U.S.N.R.F. 
Arnold, Leslie J., Ensign, U.S.N. 
Asserson, Frederick A., Commander, U.S.N. 
Ast, Raymond J., Ensign, U.S.N.R.F. 



Baker, James M., Jr., Lieut, (j.g.) (P. C), U.S.N.R.F. 

Banks, Earl F., Carpenter, U.S.N.R.F. 

Barber, William A., Jr., Ensign (P. C), U.S.N.R.F. 

Barcus, James S., Ensign, U.S.N.R.F. 

Barker, Edwin F., Lieut., U.S.N. 

Bateman, Arnold H., Lieut, (j. g.), U.S.N. 

Beardsley, Ralph A., Ensign, U.S.N. 

Beebe, John L., Lieut., U.S.N.R.F. 

Bense, Frederick, Lieut, (j. g.), U.S.N. 

Benton, William M., Lieut. (M. C), U.S.N. 

Bergman, Milton, Gunner, U.S.N. 

Billingsley, Joe K., Ensign (P. C), U.S.N.R.F. 

Bishop, Stuart A., Lieut, (j. g.), U.S.N.R.F. 

Blackburn, John H., Commander, U.S.N. 

Boucher, Creed H., Lieut., U.S.N. 

Braff, Max M., Lieut. (M. C), U.S.N. 

Braunwarth, Albert, Boatswain, U.S.N.R.F. 

Bright, Roscoe C, Lieut, (j. g.), U.S.N. 

Britt, Benjamin B., Carpenter, U.S.N. 

Brockie, William J., Machinist, U.S.N. 

Bruns, Harry, Gunner, U.S.N. 

Bryan, Henry F., Captain, U.S.N. 

Burtis, William H., Lieut., U.S.N. 

Cadmus, Charles E., Ensign, U.S.N.R.F. 

Campbell, Carl I., Chief Pharmacist, U.S.N.R.F. 

Carlon, Charles B., Ensign, U.S.N. 

Carroll, Frank J., Lieut. (M. C), U.S.N. 

Carter, William J., Lieut, (j. g.), U.S.N. 

Coghlan, Daniel, Boatswain, U.S.N.R.F. 

Cole, Raymond, Gunner, U.S.N. 

Coulbourn, Theodore S., Lieut, (j. g.) (P. C), U.S.N. 



[ 185 ] 



THE U. S. S. LEVIATHAN 



Roster of Officers (Alphabetically)— Continued 

Cox, Christopher C, Ensign, U.S.N. 

Croasdale, Ernest S., Ensign, U.S.N. 

Crofutt, Edward F., Lieut. (M. C), U.S.N.R.F. 

Cummins, David E., Lieut, (j. g.), U.S.N. 

Cunningham, Harold A., Lieut. Comdr., U.S.N.R.F. 



Davidson, Harold, Lieut., U.S.N.R.F. 
Deacon, Joseph Gurney, Ensign, U.S.N.R.F. 
Denison, Ross E., Ensign, U.S.N. 
Ditmars, John R., Jr., Ensign, U.S.N.R.F. 
Dorsey, Arthur B., Lieut., U.S.N. 
Dundon, William A., Mach., U.S.N.R.F. 
Dunlap, Albert K., Lieut. (M. C), U.S.N. 
Durell, Edward H., Captain, U.S.N. 

Edwards, Eaton C, Lieut. Comdr. (P. C), U.S.N. 
Edwards, Henry I., Lieut., U.S.N. 
Erickson, Edward B., Lieut. (P. C), U.S.N. 
Estey, Edward, Lieut, (j. g.), U.S.N. 
Evans, John C, Ensign, U.S.N.R.F. 
Ewbank, Henry L., Ensign, U.S.N. 

Fagan, George, Ensign, U.S.N.R.F. 

Fagan, John J., Mach., U.S.N. 

Fales, De Coursey, Ensign, U.S.N.R.F. 

Farwell, Neal B., Lieut. Comdr. (P. C), U.S.N. 

Fenstemaker, Marvin C, Ensign (P. C), U.S.N.R.F. 

Ferguson, John, Ensign, U.S.N.R.F. 

Ferry, John M., Jr., Ensign, U.S.N. 

Fisk, Harvey E., Ensign (P. C), U.S.N.R.F. 

Fitzsimmons, George R., Ensign, U.S.N. 

Ford, James W., Lieut. Comdr., U.S.N.R.F. 

Foss, Albion F., Lieut, (j. g.), U.S.N.R.F. 

Foster, John, Lieut. Comdr., U.S.N.R.F. 

Foster, Leroy B., Lieut, (j. g.), U.S.N.R.F. 

Froehlich, Sylvan L., Ensign, U.S.N.R.F. 

Fry, Alfred B., Captain, U.S.N. 

Gahagan, Allen J., Ensign, Lieut, (j. g.), U.S.N.R.F. 
Gay, Nelson, Ensign, U.S.N.R.F. 
Gaynor, Thomas A., Ensign, U.S.N.R.F. 
Glaser, Alfred W., Mach., U.S.N.R.F. 

[ 186 



THE U. S. S. LEVIATHAN 



Roster of Officers (Alphabetically)— Continued 

Graeff, Warren L., Ensign, U.S.N. 

Grant, Deloss A., Lieut, (j.g.), U.S.N.R.F. 

Gunnell, Vaughn J., Lieut. (P. C.), U.S.N. 



Hackett, Paul B., Ensign, U.S.N. 

Hagerman, Oliver S., Mach., U.S.N.R.F. 

Haines, Rowland B., Ensign, U.S.N. 

Halsey, William H., Lieut. Comdr. (M. C.), U.S.N. 

Hammond, Carlton M., Ensign, U.S.N. 

Hankinson, Otto L., Lieut., U.S.N.R.F. 

Hannon, Frank, Mach., U.S.N. 

Harding, Arthur E., Lieut, (j. g.), U.S.N. 

Harper, Fred K., Lieut, (j. g.), U.S.N.R.F. 

Harris, Lester L., Ensign (P.C.), U.S.N.R.F. 

Heinz, Earnest D., Elec. Gunner, U.S.N. 

Hamby, Cleveland, Lieut., U.S.N. 

Hilliard, Charles C., Lieut, (j.g.), U.S.N.R.F. 

Hoffman, Leonard G., Lieut. (P. C), U.S.N. 

Howe, Paul B., Ensign, U.S.N.R.F. 

Howell, Harry M., Lieut. (M.C.), U.S.N. 

Hudgins, Earle P., Carpenter, U.S.N. 

Hudson, Erastus M., Lieut. (M. C), U.S.N. 

Hulbert, Harold S., Lieut. (M.C.), U.S.N.R.F. 



Ingram, Herbert R., Ensign (P. C), U.S.N.R.F. 



Jack, John H., Lieut., U.S.N. 

Jeffers, William N., Comdr., U.S.N. 

Jensen, Joseph, Mach., U.S.N.R.F. 

Johnston, George 0., Ensign, U.S.N.R.F. 

Johnston, William, Boatswain, U.S.N. 

Jones, Edward E., Lieut., U.S.N.R.F. 

Jones, John, Lieut. Comdr., U.S.N.R.F. 

Jones, Richard H., Lieut., U.S.N. 

Judkins, Holland B, Lieut, (j. g.) (P. C.), U.S.N.R.F 

Katzmarek, John E., Ensign, U.S.N.R.F. 
Keating, Thomas E., Lieut., U.S.N.R.F. 
Keeser, George, Lieut., U.S.N. 
Kennedy, Patrick F., Lieut. (D.C.), U.S.N. 
Kirk, Colin, Lieut, U.S.N.R.F. 

[ 187 ] 



THE U. S. S. LEVIATHAN 



Roster of Officers (Alphabetically)— Continued 

Knight, Runs H., Ensign, U.S.N.R.F. 
Krez, Conrad A., Lieut., U.S.N. 

Lau, Walter, Lieut., U.S.N. 

Le Clerq, Frederick D. K., Ensign, U.S.N.R.F. 

Leiper, John A., Ensign, U.S.N.R.F. 

Leonard, Arthur T., Lieut., U.S.N. 

Lequin, Maurice L., Ensign, U.S.N.R.F. 

Leventhal, Lewis F., Ensign, U.S.N. 

Looney, William C, Lieut, (j. g.), U.S.N.R.F. 

Lorentz, Robert, Jr., Lieut. (M. C), U.S.N. 

Lovell, Douglas G., Lieut., U.S.N. 

Luskin, Abraham, Pay Clerk, U.S.N.R.F. 

Malloy, William E., Lieut., U.S.N. 

Mann, Harry A., Ensign, U.S.N.R.F. 

Manock, Frank D., Lieut. Comdr., U.S.N. 

Martin, Robert, Pharmacist, U.S.N. 

Maune, James J., Carpenter, U.S.N. 

May, Henry A., Comdr., U.S.N. 

Meagher, James F., Ensign, U.S.N.R.F. 

McDonald, Eugene E., Captain (C. C. ), U.S.N. 

McLeod, Daniel, Carpenter, U.S.N. 

Metayer, Jean, French Pilot. 

Milan, Daniel F., Ensign, U.S.N.R.F. 

Millard-Turner, R., Lieut, (j. g.), U.S.N.R.F. 

Miller, Charles H., Ensign, U.S.N.R.F. 

Miller, L. Dee, Lieut., U.S.N.R.F. 

Minuse, Alfred W., Lieut, (j. g.), U.S.N.R.F. 

Morrill, Stanley, Lieut, (j. g.), U.S.N.R.F. 

Nichols, Spencer V., Ensign, U.S.N.R.F. 
Nordstrom, Isador, Lieut, (j.g.), U.S.N. 
Nuber, Horace D., Lieut. (P. C), U.S.N. 

O'Donnell, Joseph A., Elec. Gunner, U.S.N.R.F. 
Ohmer, August, Carpenter, U.S.N. 
Oman, Joseph W., Captain, U.S.N. 
Osborn, Charles K., Lieut. Comdr., U.S.N. 
O'Shaughnessy, Louis B., Ensign (P. C), U.S.N.R.F. 

Palen, Milburn R., Ensign, U.S.N.R.F. 
Parker, John C, Lieut., U.S.N. 

[ 188 ] 



THE U.S.b. LEVIATHAN 



Roster of Officers (Alphabetically)— Continued 

Phelps, William W., Captain, U.S.N. 
Poggi, Godfrey F., Pay Clerk, U.S.N.R.F. 
Porter, John E., Lieut. (M. C), U.S.N. 



Rapkin, Alfred C, Ensign, U.S.N.R.F. 
Rathbun, Walter L., Lieut. (M.C.), U.S.N.R.F. 
Rector, Frank L., Boatswain, U.S.N. 
Redman, Foster B., Pharmacist, U.S.N. 
Reimann, Carl, Gunner, U.S.N. 
Roberts, Jack B., Jr., Ensign, U.S.N.R.F. 
Rowedder, Herbert B., Ensign, U.S.N. 



Schad, Theodore S., Ensign (P.C.), U.S.N.R.F. 

Schafer, George C, Lieut. Comdr., U.S.N. 

Schildhauer, Clarence H., Ensign, U.S.N. 

Schluter, Wilhelm H. F., Lieut., U.S.N. 

Schoeffel, M. F., Ensign, U.S.N. 

Seaman, Elbert C, Ensign, U.S.N.R.F. 

Shannon, Charles R., Elec. Gunner, U.S.N.R.F. 

Sheppard, Thomas T., Lieut, (j. g.), U.S.N.R.F. 

Sherlock, Archibald J., Ensign, U.S.N.R.F. 

Shuler, John W., Ensign (P. C), U.S.N.R.F. 

Simonpietri, William L. F., Lieut. Comdr. (P. C), U.S.N. 

Singleton, Louis P., Ensign, U.S.N.R.F. 

Skead, Robert G., Lieut., U.S.N.R.F. 

Smith, Charles W., Boatswain, U.S.N.R.F. 

Smith, Walter E., Pay Clerk, U.S.N.R.F. 

Snyder, John J., Comdr. (M. C), U.S.N. 

Soars, Charles A., Lieut. (P. C), U.S.N. 

Stafford, Archibald S., Ensign (P. C), U.S.N.R.F. 

Staton, Adolphus, Comdr., U.S.N. 

Stephans, Frederick J., Ensign (P. C), U.S.N.R.F. 

Strauss, Spencer G., Lieut. (M. C), U.S.N.R.F. 

Swift, John T., Lieut., U.S.N. 



Tawes, George V., Lieut, (j. g.), U.S.N.R.F. 
Thomas, Wilmer J., Ensign (P. C), U.S.N.R.F. 
Thompson, Edward H., Ensign, U.S.N.R.F. 

Vars, Addison F., Ensign, U.S.N.R.F. 

Vaughn, George T., Lieut. Comdr. (M. C), U.S.N. 



[ 189 ] 



THE U. S. S. LEVIATHAN 



Roster of Officers (Alphabetically)-Continued 

Wainwright, Stuyvesant, Lieut, (j.g.), U.S.N.R.F. 

Waters, Clifford W., Ensign (P. C), U.S.N. 

Waterston, Fred C, Boatswain, U.S.N. 

Watson, James P., Lieut., U.S.N.R.F. 

Watt, Frank S., Lieut., U.S.N.R.F. 

Weston, Albert T., Lieut. (M. C), U.S.N.R.F. 

Whitney, Rintoul T., Lieut, (j.g.), U.S.N.R.F. 

Willey, James H., Lieut., U.S.N.R.F. 

Williams, James F., Gunner, U.S.N. 

Wilson, Arthur L., Mach., U.S.N.R.F. 

Wilson, Tom C, Mach., U.S.N. 

Woodward, Vaughn V., Comdr., U.S.N. 

Wrigley, Edmund J., Ensign (P. C), U.S.N.R.F. 

Wright, F. G., Lieut., U.S.N.R.F. 

Wyatt, Thomas H., Lieut, (j. g.), U.S.N.R.F. 

Ziesel, Carl Stanley, Lieut, (j. g.), U.S.N. 



Nurses 

Ch. Nurse, Mary M. Robinson, U.S.N. 
Res. Nurse, Irene Reid, U.S.N. 
Nurse, Mary A. O'Neill, U.S.N. 
Nurse, Ruby E. Nutting, U.S.N.R.F. 
Nurse, Madelon Stowell, U.S.N.R.F. 
Nurse, Alice B. Newcomb, U.S.N.R.F. 
Nurse, Ruby Russell, U.S.N.R.F. 



A. L. A., Edward H. Virgin 

Y. M. C. A., Maurice S. Safford 

K. of C, Francis C. O'Neill; Thomas Walsh; 

Howard Reilly 
A. R. C, Sherburn M. Becker 
J. W. B., Leo C. Baum; Walter Hymes 



[ 190 ] 



THE 



u. s. s. 



LEVIATHAN 



Roster of Crew 



Abraham, Leslit 
Abrahams, James J. 
Abrams, Leonard M. 
Abeln, Herman T. 
Abriel, George D. 
Adams, James A. 
Adams, Samuel N. 
Adamson, Joseph 
Adang, Frank J. 
Adcock, John R. 
Agustin, Alfredo 
Aitken, Robert 
Albert, Edward Gus 
Alcol, Animo 
Aldridge, William F. 
Alexander, Claude M. 
Alexander, Joseph H. 
Alexander, Henry S. 
Alexy, Louis Albert 
Allen, Alfred C. 
Allen, Charles C. 
Allen, Cragon Batson 
Allen, Oliver Geo. 
Allen, Warren Reynolds 
Almond, Lloyd J. 
Alt, Theodore 
Amato, Sam 

Ambos, Ferdinand William 
Ambraz, Joseph 
Andersen, Harold M. 
Anderson, Arthur Lyman 
Anderson, Charles G. 
Anderson, Harry E. 
Anderson, Herman R. 
Anderson, Horace Woods 
Anderson, Joel A. 
Anderson, Marius H. 
Anderson, Sigurd Melvin 
Andres, Walter S. 
Andrews, Robert W. 
Applin, Raymond Nelson 
Archer, John J. 
Ardelt, Herman A. 
Armstrong, Geo. Custer 
Armstrong, John 
Armstrong, Thomas J. 
Arneson, Fred A., Jr. 
Arnold, Louis 
Artz, Earl I. 
Ashley, Robert H. 
Astromolsky, Abraham 
Atherton, William McN. 
Atkins, Thomas P. 
Atsma, Lambert W. 

[ 191 ] 



Auger, Leroy B. 
Augustine, Lionel J. 
Auth, Fred 
Avery, Ira 
Axford, Joseph D. 
Axman, William 
Ayers, Aaron, D. 

Ballew, Roy A. 
Bass, Melville R. 
Bachmeier, Charles 
Bagley, Gawn A. 
Bagley, Geo. M. 
Bahnsen, Henry A. 
Bailess, Benson Lyle 
Bailey, John J. R. 
Baker, James 
Bakken, Elby Severnine 
Baldwin, Sidney 
Bales, William Emit 
Balkhaus, Reinhart F. 
Ballein, Orville E. 
Baltimore, Roland C. 
Bannerman, Frank M. 
Bannon, James Stephen 
Bannon, Robert 
Barber, Carl B. 
Barhite, Raymond R. 
Barker, Albert T. 
Barkowik, Harry 
Barlow, Raymond H. 
Barnard, Warren H. 
Barnes, John 
Barnes, Samuel Clark 
Barney, John L. 
Barr, Joseph F. 
Barrett, Thomas E. 
Barroza. Domingos G. 
Barry, Hugh Patrick 
Barry, Joseph 0. 
Bartholomew, Nicholas 
Bartlett, Dudley C. 
Baskin. Ernest Gamble 
Bates, Harry W. 
Bauer, Joseph 
Baur, Otto Benjamin 
Bays, Earl R. 
Beaird. Paul D. 
Bean, Otis Eusene 
Beatty, Geo. Edw. 
Reavers, Geo. William 
Becker, Geo. J. 
Becker. Jacob 
Becker, Leslie L. C. 



Bednar, Stephen G. 
Beebe, Herbert R. 
Beetham, Harry R. 
Beighley, Earl Glen 
Bellerson, Geo. Frederick 
Benfer, Albert G. 
Benford, William F. 
Bennett, Arthur August 
Bennett, Peter 
Bentley, Albert 
Benton, Eugene D. 
Berard, Raymond J. 
Bercume, Andrew L. 
Bergner, Chas. A. William 
Berger, Geo. I. 
Berger, William J. 
Berner, John 
Bernstein, Harry M. 
Berrie, Geo. E. 
Berry, Fred E. 
Berry, Stewart S. 
Bert, Edward J. 
Bertenshaw, Earl 
Best, Harry E. 
Betlej, Michael A. 
Betterton, William T. 
Betzold, Victor L. 
Bianchi, Victor J. 
Bianculli, Pasquale 
Biehn, Byron B. 
Bigelow, James A. 
Bilby, Austin Charles 
Biles, Otis O. 
Bishop, Irwin Leslie 
Bishop, Luther E. 
Bissell, Warren S. 
Bittlingmaier, Henry 
Blackburn, Roy James 
Blackstock, Samuel H. 
Blake, Claude N. 
Blanchard. Joseph L. 
Blevins, Don Clifford 
Blumfield, Morris 
Boak, Deo 
Boehmer, William F. 
Boettcher, Paul W. 
Bosuilon. Pedro T. 
Bohan, Thomas 
Boles, Charles E. 
Bonner, Charles A. 
Bonner, Milford C. 
Bonnin, Celestin 
Bolton, Robert John 
Bomstad, Mahlon Mayo 



THE 



U. S. S. 



LEVIATHAN 



Roster of Crew— Continued 



Booker, Herbert M. 
Borden, Albert R. 
Borders, Lyndon C. 
Borrello, Louis R. 
Bort, Harold D. 
Boss, Geo. D. 
Boswell, Martin Hugh 
Boswell, Russell P. 
Botke, John James 
Bowens, Fred 
Bowers, Horace A. 
Bowles, Clarence H. 
Bowles, Thomas V. 
Bowling, Leo Leslie 
Boyce, Lafayette 
Boylan. Sidney E. 
Boyle, Harry J. 
Bradford, Frederick G. 
Bradley, James J. 
Bradley, Philip R. 
Brakstone. Israel 
Branch, Jackson A. 
Braswell, William C. 
Bray, Walter J. 
Breitman, Mitchell C. 
Brellis, Stanley J. 
Brennan, Frank J. 
Brennan, Martin. 
Bresnahan, Cornelius R. 
Brett, James V. 
Brewer, Elmer A. 
Bridgman, Geo. W. 
Brierley, Clifton 
Brierley, Vernon H. 
Brindle, James J. 
Brinton. Harold 
Broadbent, Floyd W. 
Brock, John J. 
Broderick. James W. 
Brooker, John H. 
Brooks, Jimmie Lee 
Brooks, Lawrence D. 
Brophy, Robert J. 
Broring, Benjamin Joseph 
Broughton, William I. 
Brouillette, Alaide T. 
Brouillette, Jules G. 
Brown, Charles 
Brown, Edely H. 
Brown, Egbert Lee 
Brown, Geo. Eben, Jr. 
Brown, Geo. Taylor 
Brown, Henry James 
Brown, Harold S. 



Brown, Hugh W. 
Brown, Ira Oscar 
Brown, Isidore 
Brown, Jefferson C. 
Brown, Jesse A. 
Brown, Lee E. 
Brown, Pat 

Brown, Reuben William 
Brown, Thomas Lanier 
Brown, Vernie Aldwin 
Brown, Wille 
Brownell, Herbert Leslie 
Broyderick, Francis H. 
Bruch, Edward P. 
Brunce, Peter J. 
Brusa. John W. 
Bucher. Luther Allan 
Buck. David Vincent 
Buckley, John P. 
Buckley. Thomas E. 
Buckner, Clifton 
Buckowski, Felix 
Budge, Russell E. 
Bulat, Marco, Jr. 
Bull, Curtis 0. 
Bull. Frank Wadsworth 
Bullington, Preston G. 
Burgermaster. William L. 
Burgum. Arthur C. 
Burke, Elmer 
Burke, Fredrick H. 
Burke. James E. 
Burkey, Elmer A. 
Burnes, James Edwin 
Burnett. John A. 
Burns. James Eddie 
Burns. Robert J. 
Burnside, Archibald J. 
Buron, Romeo H. 
Burris, Lester Leo 
Burriss, John H. 
Burroughs, Edgar S. 
Burton, Lavar Miller 
Bun ell, Virgil E. 
Butler, Thomas Jr. 
Butterfield, John R. 
Buttles. Marion Arthur 
Butts, Geo. W. 
Byrne, John J. 
Byrne, Robert T. 
Byrnes, Walter J. 
Byron, Cyril A. 
Baumgarden, Willis A. 
Behman, August Scott 



Brown, Walter 

Cabrera, Rafael H. 

Cagnon, Joseph A. 

Cain, John A. 

Caliao, Alfredo 

Callahan, Joseph H. 

Callahan, William H. 

Calloway, James C. 

Calloway, James C. 

Camacho, Lope 

Cameron, Walter G. 

Campbell, Franklin G. 

Canfield, William J. 

Cannistraci, Salvestore 

Cantwell, Charles E. 

Caprile, Louis 

Caradonna, Gaspare 

Carey, Alexander J. 

Carey, Everett 

Cargile, Louis L. 

Carley, Mathew J. 

Carley, William E. 

Carls, Walter 

Carlson, Carl Stanley 

Carlson, Herbert S. E. 

Carmichael. Joe H. 

Carmichael. Wilbert D. 

Carolan, Peter X. 

Caron, Theodore Fred 

Carpenter, Herbert P. 

Carpenter, Leonard F. 

Carpenter, William G. 

Carnes, John Thomas 

Carr, Henry W. R. 

Carroll, Joseph Francis 

Carroll, Joseph Walter 
Carrow, Lyle 
Carter, Geo. W. 
Carter, James Carleton 
Carter, William 
Cartier, Arthur L. 
Carver, Warren W. 
Caryl, Charles F. 
Casey, Charles Victor 
Casey, Michael 
Casey, Peter Henry 
Cashman. Robert J. 
Casper. David Joseph 
Catanzano. Guiseppe 
Cathcart. Joseph 
Cator, Robert W. 
Cecil. Lawrence Walter 
Chalstrom, Oliver Floyd 
Chapman, Abram 

[ 192 ] 



THE 



U. 5. S. 



LEVIATHAN 



Roster of CreW— Continued 



Chapman, Geo. McKinley 
Chapman, Ernest Donald 
Charles, Joseph 
Chase, Charles C. 
Chew, Sidney W. 
Chichester, William P. 
Chisholm, John A. 
Chlebek, William J. 
Christ, Archie J. 
Christiansen, Elmer 
Christmas, Robert 
Christiansen, Wollert M. 
Church, Charles R. 
Chute, Gordon 
Ciocchetti, Guiseppe 
Clancy, Thomas J., Jr. 
Clark, John F. 
Clark, John H. 
Clark, Miner C. 
Clark, Thomas H. W. 
Clarke, Edward W. 
Clause, John N. 
Clelland, Paul S. 
Clements, Henry Geo. 
Clifford, Roy F. 
Clift, Corbett E. 
Cline, Joseph B. 
Clottstein, Louis 
Clough, Edwin 0. 
Clough, Stevan W. 
Clougherty, John 
Clow, William Q. 
Coates, Charles McK. 
Coblentz, Harry M. 
Cochrane, David A. 
Cochran, Ralph P. 
Cockrum, William Orlando 
Codyer, Fred J. 
Coen, Vincent Boardman 
Coffey, Jesse E. 
Cogan, Daniel J. 
Cogswell, George A. 
Cole, Albert C. 
Cole, William J. 
Cole, Austin Tilgham 
Cole, Charles Burril 
Cole, Francis E. 
Coles, Robert L. 
Collins, Allan B. 
Collins, John Henry 
Collins, John J, 
Collup, Floyd Ingham 
Colvin, Howard H. 
Colvin, Elmer Irvin 

[ 193 ] 



Combs, Cullen I. 
Conerty, Raymond P. 
Conger, Elmo Raymond 
Conjurski, Paul 
Conlon, Michael J. 
Connolly, Patrick J. 
Connolly, Terence 
Connor, Benjamin 
Conrad, Edward 
Conrad, Robert H. 
Conway, Eugene V. 
Cook, Robert W. 
Coonce, Claud Ray 
Cooper, Ottis C. 
Cooper, Richard F. 
Cope, Titus W. 
Copeland, Clarence F. 
Coroy, John Peter 
Corkbill, George B. 
Costello, Joseph 
Cowan, Lucio 
Corman, Kenneth J. 
Cornell, August E. 
Cory, Halsey D. 
Cosper, Raymond W. 
Costello, Herbert 
Cotman, John Daniel 
Covert, Randolph W. 
Cowdrey, Fred Leslie 
Cowper, Charles L. 
Craddock, Ralph 
Craig, Ambrose J. 
Craig, Thomas Joseph 
Craine, Hubert Walter 
Crane, Lyman Elwood 
Crapps, Cecil 
Crawford, Charles I. 
Crawford, Robert A. L. 
Craycraft, George H. 
Creelman, John Newton 
Crockett. John Edward 
Crose, Claude W. 
Cross, Raymond J. 
Crotty, Thomas Edward 
Croushorn, George 
Crow, Walter V., Jr. 
Crowley, Timothy J. 
Crozer, Peter W r . 
Crum, Solomon 
Crumley, Raymond A. 
Crumm, Verne Ernest 
Crummy. Andrew Bernard 
Cubile, Saturnino 
Culligan, Walter James 



Cummings, Forrest L. 
Cummings, Haydn 
Cuneo, Antonio Newton 
Cunningham, John Porter 
Curry, Paul Jones 
Curry, Thomas Joseph 
Curtis, Edwin 
Curtis, Harvard Geo. 
Cussuca, James 
Custard, Herman L. 

Dahlin, Ernest M. 
Dailey, Bernard J. 
Dalstra, Andrew 
Daltuvas, John J. 
Daly, Thomas L. 
Dalzell, Lloyd Hunter 
Damaskey, Walter 
Dandrade, Conrad 
Danielsen, C. W. 
D'Arcangelo, Michael 
Darch, William J. 
Davey, Raymond 
David, Bryan I. 
Davis, Clyde 
Davis, Dewey Lee 
Davis, Edward Lorenzo 
Davis, Francis Joseph 
Davis, John Joseph 
Davis, James D. 
Davison, Lee Roy 
Dawson, Benjamin A. 
Dawson, Ernest Leroy 
Dean, Chester B. 
Dearbanne, Willis 
Dearborn, Geo. E. 
Dearth, Thomas H. 
Debrine, James J. 
Deford, Seth A. 
Delgado, Frank A. 
Delgreco, John 
Dellaporta, Luderico 
DeLeon, Gregoria 
DeLong, Harry Peter 
DeLong, Ronald Morgan 
Demarah, Richard A. 
Dempster, James 
Demetrion, Peter 
Dennis, Dewey J. 
Derouet, Camille 
Derring, Henry Franklin 
Derstine, John B. 
Deschamps, Eugene 
Desesky, Joseph 



THE 



u. s. s. 



LEVIATHAN 



Roster of Crew— Continued 



Desjardin, Geo. A. N. 
Desjardins, Philip 
Deslandes, Henri 
Desmond, James F. 
Desplechin, Charles M. 
Devanney, Albert R. 
Devers, Daniel F. 
Devine, William F. 
DeWall Malefyto, Anthony 
Dewdney, Harry 
Dibrill, Joe Glass 
Di Camillo, Baldwin D. 
Dietrich, William Harvey 
Digons, Walter James 
Di Leila, Antonio 
Dileo, Vito 
Dillard, Clyde Rugus 
Dillman, John Joseph 
Dillon, Thomas P. 
Dimling, Henry 
Di Pietro, Bartolo 
Divan, Mathew E. 
Dixon, Charles L. 
Dixon, George 
Dixon, Henry Arthur 
Dodge, Ellsworth R. 
Dodson, William E. 
Doherty, Earl 
Doherty, Patrick J. 
Dolan, Joseph L. 
Dolan, George Lester 
Domach, Stephen Edward 
Dominiak, Chester Jos. 
Donaghue, Clement R. 
Donahue, Edward P. 
Donnelly, James P. 
Donnelly, James William 
Donnelly, Joseph 
Donnelly, Thomas F. 
Donnelly, Bernard C. 
Donner, Dee Arthur 
Donnie, Louis D. 
Donohue, Joseph 
Donovan, Florence A. 
Doody, George A. 
Dorio, Dominick A. 
Doudna, Francis M. 
Doughertv, Francis D. 
Dow, William P.. Jr. 
Dowd, Francis Herbert 
Dowlei*, Thomas 
Downing, James B. 
Doyle, Andrew James 
Doyle, Foster G. 



Doyle, William F. 
Drainville, Emile 
Drew, Arthur Weston 
Dube, Charles Henry 
Duckworth, John Y. 
Dudley, John A. 
Duffey, John J. 
Duffy, James J. 
Dufresne, Henry J. 
Dugale, Daniel 
Duggan, Alston Hardy 
Duggan, Norman H. 
Dummett, Francis F. 
Dumpprope, William B. 
Dunaway, Alley Otto 
Dundon, John 
Dunham, George I. 
Dunn, Harrison 
Dunn, David O. S. 
Dunn, Edwin C. 
Dunn, William D. 
Dupre, John R. 
Durbin, Lawrence Patrick 
Durkin, John Harold 
Durkin, Joseph H. 
Durkin, Robert J. 
Durnick, Arthur M. 
Dushuttle, Louis E. 
Dwyer, John Joseph 
Dyer, Barksell 
Dzilsky, Geo. William 

Eaione, Carmine Joseph 
Eason, Andrew L. 
Eason, Clarence J. 
Eberhardt, Louis Charles 
Eckler, Hayland R. 
Eddinger, Vernon C. 
Edmondson, John 0. 
Edwards, Hubert Foster 
Eilers, Charles F. 
Eleria, Pedro 
Elkind, Paul David 
Elliott, Hubert J. 
Ellis, Carlton 
Elward, Leroy John 
Engel, Albert 
Engel, William Frederick 
Engles, Orie Lurvine 
Epstein. Jules 
Erb, Albert J. 
Erickson, Victor Emanuel 
Ericson. Ernest C. 
Ertel, Mike A. 



Erlenbach, Martin A. 
Euler, Frederick William 
Euler, Henry 
Everhart, Frank L. 
Exerjian, Gabriel M. 
Exner, Edward Frederic 

Fabrizio, Ralph 
Farber, Joseph Geo. 
Farquar, Alan Benton 
Farley, Louie L. 
Farrar, Geo. Washington 
Farrell, Peter 
Fastenberg, Irving 
Faughnan, Charles J. 
Faulkner, Harry 
Fawcett, Lyman W. 
Feeny, James F. 
Feinster, James Dugan 
Feinstein, Charles 
Felder, Clarence 
Felder, John, Jr. 
Fellona, Joseph A. 
Fenton, John 
Ferguson, Jack Gordon 
Ferm, Evan Malcolm 
Ferrier, Eugene S. 
Fettinger, George, Jr. 
Fick, Edward F. 
Fickett, George E. 
Fiel, Louis A. 
Field, Donald E. 
Field, Ralph 
Fields, Cecil 
Files, Charles J. F. 
Filipski, Stanley F. 
Finan, Russell John 
Finch, Jos. L. 
Fine, Joseph 
Finley, John A. 
Finley, Royden Manfold 
Finn, John Henry 
Finnegan, Arthur R. 
Finnerty, William G. 
Firman. Joseph J. 
Firth, Geo. W. 
Fischer. George Adam 
Fisher, Frank B. 
Fisher, William Wallace 
Fitzgerald, Arthur R. 
Fitzgerald, John J. 
Fitzmartin, Raymond 
Flaherty, Thomas H. 
Flanagan, Robert 

[ 194 ] 



THE 



u. s. s. 



LEVIATHAN 



Roster of Crew— Continued 



Fleenor, William H. 
Fleming, Alphus J. 
Fleming, Roy Arthur 
Fleming, Thomas 
Fliegel, Christian F. 
Flowers, Frank 
Flynn, Daniel C. 
Flynn, Martin J. 
Fochs, Herbert N. 
Foden, Joseph James 
Fogle, Eddie 
Foisett, Charles W. 
Foley, Daniel E. 
Foley, Thomas J. 
Forbes, Daniel G. 
Forsythe, Ray M. 
Fortney, Myrle H. 
Foster, William 
Fox, David E. 
Fox, Albert Nathal 
Fox, William John 
Foy, Robert Oliver 
Francia, Primo 
Francisco, Elery D. 
Franklin, Robert E. L. 
Franz, Gus. 
Franzen, Antone F. 
Frarer, John H. 
Fream, Chester Baldwin 
Freeman, Geo. Arthur 
French, Henry Feather 
French, James F. 
Fresen, Joel B. 
Freund, Philip P. 
Freyburger, Roy L. 
Frick, Fred. 
Friday, Attly Travis 
Friedhand, Jacob 
Frison, Joseph 
Fritz, Geo. Wash. 
Froelich, Irving F. 
Frock, Charles R. 
Frost, Emery Larenzo 
Frost, Percy A. 
Froula, Otto Frank 
Fuller, Frank N. 
Fuller, William Bernard 
Furlong, Raymond C. 
Furst, Fred 
Fuskerud, Albert 

Gabrenas, Anthony Paul 
Gabrysewski, John (Gabel) 
Gagne, Irving M. 

[ 195 ] 



Gagon, Chauncey A. 
Gago, Tudor 
Gallagher, Neil 
Gallant, Charles J. 
Gallaspie, Hubert E. 
Gallent, Clifton N. 
Gallo, Jack 

Gammill, Wendell Brooks 
Gapinski, Frank V. 
Garball, Arthur 
Garner, Hubert M. 
Garner, Arthur L. 
Garner, Clarence Eugene 
Garrison, Melvin 
Garver, Floyd 
Gash, Lawrence W. 
Gatcho, Dalmacio 
Gatling, Harry N. 
Gaucher, Eugene Alfred 
Gaunt, Henry E. 
Gavin, Thomas James 
Gay, William M. 
Gaylo, Benedict J. 
Gemmel, Adam 
Gentile, Philip 
Gentry, Jack Adams 
Gentzsh, Charles T. 
George, Albert 
George, Joseph Salvatore 
George, Leonard G. 
George, Leroy Delphin 
Gerard, Paul George 
Giangrandi, Giralamo 
Giardina, Giuseppe 
Gibbons, Myles 
Gibney, Patrick Christ. 
Gilbert Davis L. 
Gill, John Phillip 
Gillenwater, Joel R. 
Gilliece, Leo J. 
Giminez, Fernando 
Girardi, Angelo 
Gish, George B. 
Glaser, Edward J. 
Gleason, Michael D. 
Glenny, Henry T. 
Godfrey. Horace Chilton 
Godin, Frank 
Goelzer, Samuel 
Goff, David Oliver 
Goggin, William J. 
Goldman, Adolph Arthur 
Goldman, Anton C. 
Goldman, Edward 



Goldberg, Max 
Goldsmith, Joseph 
Gonzalez, Feliciano 
Good, Fred. I. 
Goodnetter, Geo. J. 
Goodrich, Dalton E. 
Goodstein, Maurice 
Goodwin, Starlin F. 
Goolazian, Masrob 
Gordinier, William W. 
Gordon, David 
Gordon, Nelson 
Gosline, Fred S. 
Goss, Ora Martin 
Gottlies, Harry 
Goudreault, William L. 
Gozzetta, John 
Grabowski, John T. 
Grady, George J. 
Grady, William F. 
Graham, Thomas James 
Graham, William E. 
Grant, James Albert 
Gray, Richard 
Greene, Victor F. 
Greenstein, Sally 
Gregory, Edward 
Grey, Willmot H. 
Gries, Carl 
Griffin, James 
Griffith, Freddie T. 
Griffith, Geo. Morgan 
Griffiths, Geo. E. 
Grimes, Lawrence D. 
Grondine, Raoul J. 
Grossett. David, Jr. 
Group, Frank J. 
Groves, William M. 
Gruber, Eugene Charles 
Gruen, Frank Henry 
Gruenwald, Alfred 
Guidotti, Numa 
Gullickson, Reuben M. 
Gunn. John G. 
Gurholt, Carval G. 
Gusky, Jerome 
Guy, Thomas 
Gwyn, Oliver Berley 
Gwynn, Henry A. 
Gwynn, Richard H. D. 

Hackley. Herbert M. 
Haire, Homer H. 
Halbison, Greer B. 



THE 



U. S. S. 



LEVIATHAN 



Roster of Crew— Continued 



Haley, Vincent Francis 
Hall, Burl 
Hall, Cecil 
Hall, Virgil Maxwell 
Hall, Walter Lloyd 
Halle, James G. 
Halter, Conrad Geo. 
Hamilton, Thomas D. 
Hamlin, Gilbert 
Hammen, Roy Merrill 
Hamor, James E. 
Hand, Wendell G. 
Hankinson, Louis A. 
Hanlon, Edward P. 
Hanlon, John Andrew 
Hanne, Charles W. 
Hans, Francis A. 
Hansen, Charles T. 
Hanson, Henry 
Hanvey, Louis 0. 
Hardiman, John J. 
Hargreave, Roy Wm. 
Harnisch, Le Roy L. 
Harper, William L. 
Harris. Archibald J. 
Harris, Elbert Clifton 
Harris, Floyd R. 
Harris, Glenn F. 
Harris, John J. 
Harris, Philip 
Harrison, Arthur J. 
Harrison, Charles H. 
Harrison, John C. 
Harrison, Lloyd Elkins 
Hart, Rexford E. 
Hartigan, William R. 
Hartsock, Ernest H. 
Harvey, Arthur 
Harwood, Alvin 
Hasbrouck, Melvin B. 
Haske, Frederick B. 
Haskins, Francis J. 
Hass, Joseph Jacob 
Hasse, Julius 
Hassmann, Joseph C. 
Hastings Jerome L. 
Hatch, Walter Coit 
Hauenstein, Lawrence C. 
Haughey, William 
Havers, Geo. Mathew 
Hawkacki, John A. 
Hay, Lorin D. 
Haynes, Joseph 
Head, Hovie 



Hebensberger, Frank A. 
Hedenburg, Harry C. 
Heggen, Karl A. 
Heim, Peter 
Hein, Alfred W. 
Heindl, Lee J. 
Heironimus, Charles K. 
Helcamp, Will 
Heligensten, Henry G. 
Hendernon, Raymond 
Henderson, Aquilla R. 
Henderson, Charles Porter 
Henderson, John D. 
Henderson, John M. 
Henderson, Frank Smith 
Henderson, Robert E. 
Henderson, William 
Hendren, Millard F. 
Hendrickson, Alfred Wm. 
Hendrickson, Gilbert C. 
Hendrix, Thomas W. 
Henkel, Joseph G. 
Hennessy, Gerald 
Hennessy, Joseph F. 
Hennessy. Lawrence E. 
Henry, Alfred D. 
Henry, Francis S. 
Henry, Frank S., Jr. 
Henry, James Richard 
Henze, Herbert Hugo 
Herbert, Jasper 
Herman, Leon 
Hermann, John 
Heme, Howard 
Herrman, Sidney 
Heroy, James H. 
Herring, Frank J. 
Heuskin, Emil F. 
Herzog, William E. 
Hess, Edward Walter 
Hesse, Frederick W. 
Hession, Edward M. 
Heuisler, Joseph S. 
Heyl, Howard V. 
Heys, Thomas A. 
Higginbotham, Geo. 
Higgins, Arthur J. 
Higgins, Edwin E. 
Higgins, Fred Monroe 
Hill Harvey W. 
Hill, Homer L. 
Hilton, Cecil 
Hilz. Frank L. 
Hinds, Henry Carl 



Hines, Joseph A. 
Hinterleiter, Rae E. 
Hirsch, Joseph 
Hirst, Peter 
Hiscox, Everett H., Jr. 
Hobbs, Crosby Edwin 
Hobson, Brook Henry 
Hochstein, Samuel 
Hodges, James Clark 
Hodges, Otis Elbert 
Hodrus, Walter J. 
Hoffman, Archie 
Hoffman, James L. 
Hogan, Cornelius J. 
Hogan, Edward J. 
Hogard, Joseph 
Hogendobler, Geo. H. 
Holcombe, Howard A. 
Hollings, Grover C. 
Hollins, Roderick Esmond 
Holman, Albert Newton 
Holmes, Stephen, Jr. 
Holtzman, Max 
Homrich Leslie A. 
Honer, Frank Joseph 
Honeycutt, William T. 
Hood, Aubrey Ray 
Hock, Rufus Hermon 
Hooper, Moreau 
Hoose, Fred W. 
Hopkins, Karl H. 
Hopkins. Wilbur F. 
Horan, Frank J. 
Horn, Charles A. 
Horner, Wright Blaine 
Horowitz, Sam Jacob 
Horrigan, William A. 
Horter, William F. 
Horton, Riley 
Horwitz, Abraham 
Hoseth, Einar A. 
Houlihan, Eugene F. 
House, Clinton 
Hovde, Theodore P. 
Howard. Leander Ray 
Howe, Geo. E. 
Howe, Joshua B. 
Howell, Perry S. 
Howery, Charlie Lee 
Hubert, Frank P. 
Hubert, Ralph S. 
Huckaly, Grady K. 
Hudack, Joseph M. 
Hudgins, Jefferson A. 

[ 196 ] 



THE 



U. S. S. 



LEVIATHAN 



Roster of Crew— Continued 



Hudson, Charles J. 
Hudson, James A. 
Hudson, Willie A. 
Hudspeth, Robert E. 
Huecker, Lawrence A. 
Huftaker, R. M. 
Huffstetler, Joseph H. 
Hughes, Arthur G. 
Hughes, Maurice L. 
Huisheere, Oliver J. 
Hulmes, John E. 
Huneke, Herbert C. 
Hunt, Jacob 0. 
Hunter, Isaac Roy 
Hunter, Leon Brann 
Huntsinger, Archie S. 
Hurley, David W. 
Hurt, Albert C. 
Hussey, Gilbert F. 
Hutts, John Edward 
Hylas, Michael J. 

Iacono, Joseph A. 
Ignatz, William 
Igo, James T. 
lies, Edward Albert 
Imbriano, Edward 
Irwin, Shuter 
Ison, Charlie F. 
Iverson, Marcus P. 
Iverson, Walter I. 
Ix, John Peter 
Ivy, John Wallace 

Jablowski, Felix 
Jackson, Asher Hardy 
Jackson, Broaddrus A. 
Jacob, WilbertOvila 
Jacolbe, Bernard Joseph 
Jacobs, Alphonse J. 
Jacobs, Horace 
Jacobs, Sam 
Jacobson, Merrill 
Jacoby, Frank 
Jacoby, Robert E. H. 
Jager, Julius, Jr. 
Jahnsen, James 
James, Edward E. 
James, John Watter 
Jameson, James Patrick 
Jannetta, Anton Victor 
Javier, Conrado 
Jeffs, Adelbert 
Jenkins, Elwin W. 



Jennings, Daniel O. 
Jennings, Harry C. 
Jensen, Edward P. 
Jensen, Elmer 
Jensen, Leo Daniel 
Jeremias, Julius E. 
Jizejian, Joseph 
Johnson, Alex 
Johnson, Alfred M. 
Johnson, Aubrey Allison 
Johnson, Charlie 
Johnson, Clarence J. 
Johnson, Gus 
Johnson, Hallie McK. 
Johnson, Howard Hall 
Johnson, Hillary N. 
Johnson, John Richard 
Johnson, Norman E. 
Johnson, Oscar N. 
Johnson, William M. 
Johnson, Roy 
Johnson, Troy W. 
Johnson, Verne L. 
Johnson, William A. 
Johnson, William H. 
Johnston, Arthur H. 
Jolly, Raymond I. 
Jones, Bailey F. 
Jones, Charlie 
Jones, Fred Ernest, Jr. 
Jones, Henry William 
Jones, James 
Jones, James W. 
Jones, John 
Jones, Paul 
Jones, William D. 
Jordan, Matthias A. 
Jordon, George 
Jordon, Richard D. 
Joseph, William F. L. 
Josephs, David 
Juby, William S. 
Juhnke, Walter A. 
Junior, Marshall A. 
Jwanicki, Felix 

Kaiser, Irwin Charles 
Kalsch. Frank 
Kane, Charles J. 
Kane, Edward James 
Kane. Philip J. 
Kantufsky, Chester 
Kaplan, Charles I. 
Kaplan, Jacob A. 



Karp, Nathan 
Kastenhuber, William G. 
Katz, Benjamin 
Katz, Harry 
Kaufman, Isidor 
Kaufman, Joseph 
Kay, John 
Keane, Joseph D. 
Kearney, Edward C. 
Keenan, Grover Evert 
Kehoe, Bernard J. 
Keleher, Joseph J. 
Kelleher, Richard D. 
Keller, Frank Joseph 
Keller, William G. 
Kelly, Chester A. 
Kelly, David A. 
Kelly, Philip Joseph 
Kelly, William 
Kelly, William R. 
Kendrick, William H. 
Kenemer, Henry Clay 
Kenemer, Thomas W. 
Kenley, William M. 
Kennedy, Samuel Jos. 
Kennedy, Walter H. 
Kennedy, Walter Joseph 
Kenney, Samuel F. 
Kennick, Martin John 
Kenny, John Eugene 
Kenyon, Elmert Plant 
Kerns, Howell F. 
Kershaw, Rolston J. 
Kessler, Samuel 
Kessler, Julius 
Ketchum, Walter S. 
Ketron, Hubert William 
Kettlehut, Dellmer E. 
Kibble, Sidney E. 
Kientzle, Emmett Jos. 
Kiernan, Patrick 
Kight, Fred 
Kilburn, Leonard 
Kilroy, Bernard 
King, Chas. H. 
King, Ivan 
King, John A. 
King, Michael J. 
King, Samuel 
Kingsley, Paul Grant 
Kinnison, Floyd Webb 
Kirk, Thomas F. 
Kirnan, Frank A. 
Kitchin, Harvey Lee 



[ 197 ] 



THE 



u. s. s. 



LEVIATHAN 



Roster of Crew— Continued 



Kleinbub, Frank G. 
Kleinkurt, Albert 
Klerinsky, Maurice 
Klinger, Elmer 
Klinner, William H. 
Kluge, James Edward 
Knott, William Michael 
Knowlen, Oscar T. 
Knowles, Wilbur C. 
Kohke, Henry Francis 
Kohl, Fred Jacob 
Koiner, Edward L. 
Kopielski, Ben 
Kosluski, Louis A. 
Kovach, Albert 
Kozenesky, Joseph 
Krai, Frank 
Kramer, Peter E. 
Krasnipol, Louis 
Kratky, Joseph 
Krawczewski, Nicholas 
Kreyer, Louis F. 
Krumbach, Carl William 
Kruse, Arthur W. 
Krusinski, Roman 
Kucera, Wesley 
Kuebler, Harold 
Kurtz, George Stanley 
Kurzawa, Anthony M. 
Kutz, Samuel E. 
Kyle. Clarence B. 
Kytola, Waino K. 

Labati, John 
La Boissiere, Frank J. 
Ladd, Thomas N. 
Lafferty, Cecil Andrew 
Lagow, Robert E. 
Lagut, Francis J. 
Lampley, Walter Jentry 
Landers, Everett Jay 
Landry, Luzan J. 
Lanewe, Vincent 
Lang, Frank Otto 
Langdon, Robert McDermot 
Lagenbacker, George F. 
Langhouser, Joseph A. 
Larsen, Chris 
Larsen, John Daniel 
Larson, Alfred J. 
Larson, Edward B. 
Larson, Joseph Omar 
Lashkowski, Joseph J. 
Laskauski, Joseph 



Laspe, Edward 
Lassen, Fletcher A. 
Latchis, Emanuel D. 
Latham, Willie Blair 
Lathrop, Roy B. 
Lathrop, Wilbur Peck 
Lattimore, Bennie 
Lauricella. Thomas 
Lavallee, Francis R. 
Lavoie, Joseph A. 
Lavorato, Sam 
Lawhon, Robert H. 
Lawrence, Eli B. 
Lawrence, Harry Stanton 
Lawrence, Homer A. 
Lawson, Harold G. 
Lawson, Lawrence 
Lawson, Oliver B. 
Lax, Abraham 
Leach, Warren W. 
Lee, Glenn G. 
Lee, Christopher Joseph 
Lee, Joseph F. 
Lee, Robert Franklin 
Leedy, Roscoe 
Leeper, Alva Norton 
Lehneis, Christian, Jr. 
Lemay, John 
Lemonde, Edgar 
Lenihan, George J. 
Leonard, Lavy L. 
Lepley, Roy W. 
Lerch, Robert A. 
Lessard, Wilfred A. 
Lesser, George 
Levene, Henry E. 
Levine, Abraham 
Levine, Leo Wolf 
Levitt. William M. 
Levy, Max 
Lewin, Edward 
Lewis, Henry G. 
Lewis, Francis H. 
Lewis, Walter F. 
Liebig, Emlyn Albright 
Lieder, Stephen M. 
Lillibridge, Robert C. 
Limberg, John A. 
Limgren. Carl A. 
Limper, Robert C. 
Lincks, William Clarence 
Lind, Herbert A. 
Lindell, Juel C. 
Linder, Abraham 



Linder, Carl G. 
Lindquist, Thomas 
Lindsay, William Muir 
Linn, William J. 
Linsley, Edward H. 
Lippert, Leonard 
Lipscomb, Clifton C. 
Lisdero, Valentine 
Little, John J. 
Lohrer, Walter W. 
Long, George D. 
Long, Jesse William 
Loomis, Floyd 
Loop, Harold W. 
Lord, Claud 
Lord, Leslie M. 
Louis, Lesser H. 
Lovejoy, Herbert W. 
Lowe, Robert McK. 
Lowe, William E. 
Lukaiowicz, John 
Luna, Sanford D. 
Lund, Leo Lloyd 
Lunsford, James V. 
Lusk, Geo. Eugene 
Lustig, Philip 
Lutthaus, Fred 
Luvisch, Abraham 
Lydon, James Keven 
Lynch, John Henry 

McAdams, William 
McAllister, Daniel J. 
McCabe, James Thomas 
McCandlish, James F. 
McCarthy, Alfred P. 
McCarthy, Charles L. 
McCarthy, Clinton C. 
McCarty, Leon B. 
McCauley, Herbert J. 
McChesney, Roy Clifford 
McClarnon, Augustine 
McClement, Philip H. 
McCollister, Isaac F. 
McCollough, John H. 
McConnell, Joseph J. 
McCorkle, Pope 
McDermott, Charles 
McDermott, Thomas J. 
McDonald. Thomas F. 
McDonald. John J. 
McDonald. John Jos. 
McDonnell, James J. 
McDow, Cicero 

[ 198 ] 



THE 



U. S. S. 



LEVIATHAN 



Roster of Crew— Continued 



McElhiney, Leslie E. 
McFarland, Jerry Don 
McFarlane, Osmond 
McFee, G. A. 
McGarry, John C. 
McGiboney, Auby 
McGilvray, Duncan D. 
McGinn, Geo. Clyde 
McGovern, John E. J. 
McGray, Donald 
McGregor, John Murdo 
Mclntire, Claud L. 
Mcintosh, Clarence P. 
McKee, John Robert 
McKeen, Albert L. 
McKendrick, Ruben 
McKenzie, Albert W. 
McLane, Oscar W. 
McLaughlin, Edward J. 
McLellan, Floyd E. 
McLeod, Clarence P. 
McMahon, John 
McMahon, Joseph J. 
McManamon, Vern A. 
McManus, Charles J. 
McManus, Harry R. 
McMaster, Leo Joseph 
McMullen, Allen D. 
McNabney, Francis 
McNair, Malachi 
McNally, James B. 
McNickles, Tomie 
McPhail, Carl 
McQuade, Frank J. 
McRae, Saxton 
Macauley, Charles C. 
MacCauley, Thomas J. 
Macavella, Patrick J. 
MacDonnell, Julian 
Mackey, Anthony 
MacKenzie, Frederick W. 
Mackintosh, William H. 
Mackney, Loyd Raymond 
Mackritis, George 
Macris, Panagia 
Magann. Francis X. 
Magill, Walter E. 
Magner, Patrick E. 
Magnusen, Lewis W. 
Magratten, Leo J. 
Maguire. Harry R. 
Mahr, Henry John 
Malfetano, Sylvia 
Mallay, Jules L. 

[ 199 ] 



Mallow, Walter F. 
Malo, Arthur 
Malo, Raymond A. 
Maloy, John M. 
Malone, Philip Vincent 
Maloney, Leo Griswold 
Maloney, Martin Joseph 
Manda. Charles E. 
Mangold, Julius C. 
Mann, Nelson L. 
Manning, Edward I. 
March, Philip Edward 
Marcinkowski, Peter 
Marcoux, Florien 
Marforio, Martin 
Marien, Leo 
Marion, Joseph Scott 
Marks, John Joseph 
Marshall, James, Jr. 
Marsland, Alfred L. 
Martin, Charlie B. 
Martin, Daniel Thomas 
Martin, Jacob H. 
Martin, John F., Jr. 
Martin, George E. 
Martin, Wesley 
Mason, Morris James 
Maslow, Samuel 
Massey, Emory L. 
Mathews, Samuel J. 
Mathews, William H. 
Mathien, George J. 
Mathies, Arthur J. 
Matt. Frank 
Matthews, James E. 
Maxim, Earl H. 
Maxwell, Lovell 
May, Robert M. 
Mayer, Nathan 
Mayernick, John Corey 
Mayo, Edward 
Mays, Oscar 
Mazzadri, Michael Joe 
Mazzeta, Joseph 
Mead. Charles Julian 
Meade, Hansford 
Medick, Arthur Ellsworth 
Melendres, Leo 
Meline, Wallace M. 
Mellett, Peter 
Melton, Eiley King 
Meneely. James Knox 
Menges. William David 
Menk, Charles I., Jr. 



Mercier, Alton Lee 
Meridith, Jean Homer 
Merrill, Leslie Jordan 
Merrill, William Jesse 
Merry, Chauncey C. 
Metz, Geo. Burt 
Meyers, Clyde F. 
Meyers, William A. 
Mezzel, Johnnie Mitchel 
Michalski, Charles 
Mickiewcz, William 
Middleton, Samuel P. 
Miele, Dominick 
Miers, Charles Jack 
Milburn, Orville 
Miles, Charles Wm. 
Miles, Samuel Bascal 
Miller, Clarence W. 
Miller, Fred Hugh 
Miller, Isadore 
Miller, John Adam 
Miller, John Henegar 
Miller, Martin C. 
Miller, Halsey W. 
Millet, Hylton Berchm m 
Milligan, Walter Scott 
Milling, Edward L. 
Million, James W. 
Mills, Charles 0. 
Mills, Fred Jones 
Mills, Henry A. 
Minton, Forrest D. 
Misavage, Lewis 
Mitchell, Finley E. 
Mitchell, Joseph Henry 
Mitchell, Otto G. 
Mithalovich. John J. 
Mittlestadt, Arthur Emil 
Mix. Joseph S. 
Modran, Paul W. R. 
Moffatt, Laurence 
Mohr, Herman Peter 
Moisan, Charles A. 
Molter, Matthew Joseph 
Molloy, John J. 
Monaghan, Charles J. 
Monk, William 
Monken, August L. 
Monroe, Geo. B. 
Monson. Arthur E. 
Moody, Willey M. 
Moore, Albert Gus 
Moore, Allen Woodruff 
Moore, Carl B. 



THE 



u. s. s. 



LEVIATHAN 



Roster of Crew— Continued 



Moore, Edward 
Moore, Percy J. 
Moore, Richard Morris 
Moore, Warner R. 
Moorehouse, Henry F. 
Moran, Edmund 
Moran, John Francis 
Moran, Raymond T. 
Morgan, William A. 
Morin, Ephriam Die 
Morette, James E. 
Morris, Lloyd Robert 
Morris, Wilson J. 
Morris, Everett P. 
Morrissette, John 
Morrone, Edward 
Mortimore, Oscar Frank 
Moses, Harvey Huston 
Mosley, Thomas M. 
Moss, Herman P. 
Motherall, William. 
Motley, Warren T. 
Mount, Joseph A. 
Mountain, Matthew D. 
Moyer, Robert 0. 
Mueller, Herbert Geo. Wash. 
Mullen, Edward J. 
Mullen, Joseph Thomas 
Muller, Charles F. 
Mullins, Cecil Emerson 
Mulrein, William Cole 
Murphy, Daniel Paul 
Murphy, Callahan 
Murphy, John J. 
Murphy, Joseph F. 
Murphy, Leo Joseph 
Murray, John Joseph 
Murray, Thomas A. 
Musich, John Leo 
Myers, Dale Powell 
Myers, John Dolan 
Myers, Monroe S. 
Myers, Meyrl Edward 

Nagee, John Kram 
Neal, Ivan Samuel 
Neal, Moncellia T. 
Nee, James A., Jr. 
Needham, Willie John 
Neeley, James F. 
Neff, Alfred H. 
Nelson, Anton H. 
Nelson, Arthur Wilbur 
Nelson, Clarence Peter 



Nelson, Edward L. 
Nelson, Harrison 
Nelson, James 
Nelson, John Iderman 
Nelson, Sven 
Nesbitt, Isaac E. 
Nester, Edward M. 
Neuber, Paul Adolph C. G. 
Newhauser, Benjamin F. 
Neville, Victor Robert 
Newcomer, Roy S. 
Nicholas, Eugene Fulton 
Nickel, Joseph J. 
Nicolette, David Anthony 
Nicosia, Sam Joseph 
Nieland, Harry William 
Nies, Mark Bernard 
Nipper, Geo. Dewey 
Nixon, John Robert 
Noble, John Dewey 
Nolan, John Lee 
Noone, Charles E. 
Nonnenmacher, Carl 
Noonan, Clement Samuel 
Noonan, Edward James 
Norgiel, John J. 
Norian, Edward O. H. 
Nordlund, Earl Milton 
Nordstrum, Reuben Peter 
Northrup, Gerbert L., Jr. 
Novak, Emanuel A. 
Nowicky, John 
Nyboes, John F. 
Nyiri, John A. 

Oaks, Carlton V. V. 
Oberg, Bror W. 
Obert, Arthur W. 
O'Brien, Michael 
Ockenfels, Geo. W. 
O'Connell, Joseph 
O'Connell, Wilbert 
O'Connell, Wm. E. 
O'Connor, Cornelius A. 
O'Connor, John P. 
O'Connor, Thomas P. 
O'Connor, William 
Oesterreicher, Ben 
Offerman, John Henry 
Offutt, Joseph Paul 
Ogden, Joseph F., Jr. 
Ogg, Robert M. 
O'Hanlon, James 
O'Keefe, John P. J. 



Oldfather, Walter Emmett 
Oiling, Geo. Peter 
Olmstead, Harry F. 
Olsen, Floyd Bernard 
Olsen, Richard 
Olsen, Svend A. H. 
Olson, Alfred T. 
Olson, Aimer O. 
O'Meara, Edward J. 
Ommert, William N. 
O'Neil, David Patrick 
O'Neill, John Emmett 
O'Neil, William M. 
Ong, George 
Orchen, Abraham 
Orlando, Alessandro 
O'Rourke, Arthur 
Ostrowski, Edward F. 
Ottinger, Emil 
Ottley, George Burgess 
Outhouse, William E. 
Owens, Michael B. 
Ozminski, Adam W. 

Packenham, James F. 
Page, Louis 
Painter, Earl E. 
Palmer, Edward L. 
Paimes, Ernest R. 
Paith, Arthur H. 
Pangburn, William H. 
Panneton, Andre Alphonse 
Panter, Clarence J. 
Park, Walter L. 
Parker, Floyd Logan 
Parks, George F. 
Parks, Leo V. 
Parsons, George Henry 
Partisis, Savus 
Parvin, William E. 
Pastori, Alfred 
Pate, Jessie D. 
Patrick, Andy, Jr. 
Patrick, Casimir 
Patrick, Thomas 
Patterson, Egbert G. 
Patton, James Chambers 
Paulsen, Antonio C. 
Payne, James Patrick 
Peabody, Roy Louis 
Peachey, Gerald A. 
Pearce, Thomas R. 
Peart, Alfred G. 
Pechonhuk, Frank J. 



[ 200 ] 




Upper— The Helmsman. Center— The Band. 

Lower — The Home Coming of the 27th Division. 



THE 



U. S. S. LEVIATHAN 



Roster of Crew— Continued 



Peck, Hazen P. 
Peden, Herman Alexander 
Pemberton, Norman 
Pennery, Augustus 
Peniston, Jennings Bryan 
Penzick, Moses 
Peo, William 0. 
Peppard, John. 
Peppers, John C. 
Perkins, Charles Eugene 
Perkins, Percy B. 
Perrault, Paul J. 
Perry, Charles T. 
Perry, Ernest L. 
Perry, George I. 
Perry, John 
Persons, Geo. Kuse 
Peschko, Rudolph B. 
Petersen, Alfred Iver 
Petersen, Otto 
Peterson, Carl R. 
Peterson, Geo. Widgred 
Peterson, Harry W. 
Peterson, Sam Sanborn 
Pfeifer, Joseph H. 
Phelps, Peter 
Phillips, David 
Phillips, Floyd Clinton 
Phillips, Raymond 
Phoenix, Charles Edward 
Picard, Ernest 
Picha, Charles Louis 
Pike, Alva E. 
Pickett, Paul Hutchinson 
Pielage, Albert H. 
Pilkington, Peter H. 
Piper, Thomas J. 
Pippincott, Paul Thomas 
Piquette, Emile J. 
Pitt, Jasper 
Poad, Joseph. Edwin 
Poindexter, John W. 
Poitras, Raymond E. 
Polhemus, Russell Merritt 
Polito, Anthony 
Pollak, Solomon N. 
Pollard, Arthur 
Pollard, Charles Arthur 
Ponder, Ambrus 
Pontz, James H. 
Pope, Harvey Peter 
Porter, James E. 
Poslusny, Albert 
Potter, Elmer 



Powell, Ernest Lawrence 
Powers, Robert Emmet 
Powers, Walter Edward 
Prast, John Fred 
Prescott, John W. 
Prescott, Karl R. 
Pressnall, Ernest J. 
Price, Lloyd Lewis 
Price, Walter Peter 
Priddy, Henry Earl 
Primrose, Arthur E. 
Prisk, Clarence W. 
Prochaska, John 
Proctor, Douglas K. 
Przyeyszewski, Stephen F. 
Puppel, Adolf, Jr. 
Pulol, Leo Leonard 
Purtle, William L. 

Quinn, Eugene L. 
Quinn, Thomas J. 
Quint, L. Aldeyge 

Rabinowitz, Samuel 
Raimondi, Michael J. 
Raimey, Charles C. 
Rakerstraw, Chester G. 
Ramirez, Manuel 
Ramsey, Willis Carrol 
Rand, James Milton 
Rand, Wendell G. 
Randolph, Garvin Theodore 
Rasmussen, Robert 
Ray, James F. 
Raymond, Jack E. 
Reagan, Francis John 
Reagan, Thomas L. 
Rebman, Bert. 
Reckinger, Raymond M. 
Reddington, James A. 
Redmond, John L. 
Rees, Clarence E. 
Reid, Elliott H. 
Reid, Thomas J. 
Reilly, John Jos. 
Reiss, Fred 
Renard, Claud R. 
Renda, James 
Renzulli, Pasquale 
Reynolds, Frank J., Jr. 
Reynolds, Gustauis N-ipolian 
Feinhart, Clarence Lee 
Reynders, Floyd 
Rhodes, John 



Rice, George Archibald 
Rice, Linville Steward 
Rich, William L. 
Richardson, Earl C. 
Richter, Daniel 
Ridoux, William N. 
Riker, Howard J. 
Riley, Frank J. 
Riley, Harold 
Ringrose, Harold LeRoy 
Risley, William K. 
Rivers, Troy 
Rizzo, Jack J. 
Rizzolo, Leonard A. 
Robbins, Afdent S. 
Robbins, Archie V. 
Roberson, Lige F. 
Roberts, Chester A. 
Roberts, Ernest M. 
Roberts, Everett H. 
Roberts, John Arthur 
Robertson, Lewelling 
Robertson, Thomas A. 
Robins, Fred Alfred 
Robinson, Arthur 
Robinson, Frank H. 
Robinson, George B. 
Robinson, George J. 
Robinson, Geo. Lee 
Robinson, John Joseph 
Robinson, Leslie R. 
Robinson, Morris A. 
Robinson, Richard 
Robinson, Vernon M. 
Robinson, William B. 
Robinson, Elmer A. 
Robinson, Pierce H. 
Roche, William L. 
Rockafellor, Chas. Wesley 
Rodgers, William D. 
Rodriguez, William 
Roebuck, Andrew 
Roeder, Clemins E. 
Roels, Roger A. 
Roemer, Alben Alois 
Rogers, Charles A. 
Rogers, George J. 
Rogers, Howard H. 
Rogers, John C. 
Rogers. Thomas Joseph 
Rohr, Walter 
Romas, Gus A. 
Romero, Apolinar 
Rommerein, Gilbert 

[ 202 ] 



THE 



U. S. S. 



LEVIATHAN 



Roster of CreW— Continued 



Roschinsky, Martin H. 
Rose, Clayton J. 
Rose, Frank 
Rosen, Moe 
Rosenburg, David 
Ross, Charles 
Ross, Harold B. 
Ross, John McKinley 
Rostron, Geo. F. 
Rote, Lawrence 
Roth, Benjamin 
Roth, Charles E. 
Rothwell, Freeland 
Rowley, James 
Rozsa, Evans 
Rubin, Samuel 
Rubin, William 
Ruble, Bryan 
Ruck, William 
Rude, Charles 
Rudig, Alfred Jasper 
Rudiger, Joseph J. 
Ruehl, Fred, Jr. 
Ruggiero, Michael A. 
Rusby, Paul 
Rush, Augustus Lee 
Rushin, Oscar 
Russell, James C. 
Russo, Albert A. 
Russo, John 
Ryan, Frank 
Ryan, Jeremiah 
Ryan, John. W. 
Ryan, William L. 
Ryle, Thomas J. 

Safstrom, Carl W. 
St. Halaire. Carl R. 
St John, Hugh Raymond 
St. John, William Peter 
Salk, Emil John 
Sampson, William B. 
Sanders, Charlie C. 
Sanders, William 
Sanders, William Frederick 
Sanderson, Floyd E. 
Sanford. Charles E. 
Sattelin, Walter Fred 
Saturnin. Eugene Joseph 
Sauers, Walter F. 
Saulman, Clifford B. 
Saunders, Albert Martin 
Saunie, Hugh 
Scairrino, Vito 

[ 203 ] 



Scanlon, Thomas F. 
Scarborough, Jos. M. 
Scardopoke, Aramano 
Scharding, James A. 
Schatz, Albert H. 
Schea, Lawrence H. 
Scheckowitz, Charles 
Scheller, Francis H. 
Schiaffmo, Prospero 
Schiffbauer, Daniel J. 
Schimmels, Thomas L. 
Schindler, Charles E. 
Schipske, George J. 
Schmidt, Edgar Frank 
Schmidt, William 
Schmitz, John Joseph 
Schmuker, John I. 
Schnabel, George M. 
Schneck, Harry 
Schneider, Howard 0. 
Schoepke, Harvey 
Schollenberger, Win. Henry 
Schork, Frederick, Jr. 
Schorling, Henry 
Schorr, Louis 
Schrage, Elmer N. 
Schroeder, Edward 
Schuck, George B. 
Schuermann, Ferdinand H. 
Schulthers, Joseph J. 
Schultz, Fred 
Schulz, Emil 
Schulz, William 0. 
Schumacher, Claude D. 
Schwartz, Benjamin 
Schweikert, Russel C. 
Scott, Clarence Waldie 
Scott, Jake 
Scott, Prielson H. 
Seakaes, Carl Peary 
Sears, William F. 
Seebeck, Curtis H. 
Seilman, Herbert W. 
Seigmen, Clarence H. 
Sellers, Albert T. 
Sellers, Delbart U. 
Selig, Sidney 
Sengelaub, John F. 
Senkeisky, Walter F. 
Serth, Austin 
Senffer, John G. 
Shaffer, Edwin Beverly 
Shanahan, Robert 
Shand, James Valentine 



Shanley, George J. 
Shapiro, Sherman L. 
Shaull, John J. 
Shaw, Harold J. 
Shawl, Clastus F. 
Shehan, Joseph J. 
Sheek, John Lafayette 
Sheek, Rodney E. 
Sheemar, William Francis 
Shedron, Frank H. 
Sheldon, Van Chas. 
Shell, Leonard 
Shelley, Walter L. 
Shelton, Arthur Miller 
Shelvey, James Joseph 
Sheridan, Joseph C. 
Sherman, Thomas D. 
Sherrill, Harry Collins 
Shetterley, Joseph H. 
Shimon, Harold A. 
Shleeker, Lenard L. 
Shockley, Emerson G. 
Shook, Roy L. 
Short, William J. 
Shortley, William F. 
Shuck, William R. 
Siglin, Howard P. 
Sigowney, Clyde William 
Silverman, Leo Harry 
Simmons, Vernon Irel 
Simon, Elias 
Simpson, Elvis Earl 
Sims, James Lindsay 
Sims, Robert Lloyd 
Sinclair, Thomas, Jr. 
Singer, Harold T. 
Sink, John 
Sinnett, Arthur 
Sinnott, William F. 
Sipchen, William C. 
Sirovatka, Joseph 
Sisk, Fred M. 
Sisk, Isaac Randolph 
Sittig, Paul Frederick 
Sixsmith, William 
Skipper, Will C. 
Skonicki, John 
Slaayton, Lester G. 
Slack, John Edwin 
Slade, Roscoe C. 
Slavin, John Francis 
Slayton, Lester J. 
Smale, Oswald P. 
Small, William A. 



THE 



u. s. s. 



LEVIATHAN 



Roster of Crew— Continued 



Smalley, Harold H. 
Smallwood, Melville Robert 
Smith, Alfred Henry- 
Smith, Charlie C. 
Smith, Clarence 
Smith, Clifford D. 
Smith, Claud B. 
Smith, Eugene L. 
Smith, Harold E. 
Smith, John W. 
Smith, Elmer 
Smith, George V. 
Smith, James 
Smith, John B. 
Smith, Leon E. 
Smith, Merlin L. D. 
Smith, Robert Jackson 
Smith, Robert Hawthorne 
Smith, Solomon Merwin 
Smith, Steward W. 
Smith, Truman Eugene 
Smith, Walter E. 
Smithyman, Earl Goodwin 
Snyder, Robert W. 
Sobienski, John E. 
Sockloski, Charles 
Sohl, Edward G. 
Solan, Vincent A. 
Sollberger, Walter A. L. 
Solleridge, Samuel 
Solomon, Frank Wells 
Somers, Arthur Lunn 
Somma, Frank B. 
Sommerfeldt, Alfred Walter 
Sorenson, Carl C. 
Southard, Harold E. 
Spear, Philip Bennet 
Spencer, George 
Spencer, Howard G. 
Spencer, Louis C. 
Spencer, Roy Franklin 
Spiese, Paul Llewellyn 
Spinney, Roy 
Sprowls, Harlon A. 
Spyker, David Foache 
Staff, Louis Joseph 
Staffel, Gerald 
Stafford, Floyd E. 
Stalberger, Edward J. 
Stalder, Edwin Franklin 
Stalder, Edgar Francis 
Stamper, Harvey Hugh 
Stamper, Kepper 
Stanhope, Howard Nelson 



Stanley, Jess 
Stanley, Jesse S. 
Stanton, Virgil X. 
Stanton, Charles J. 
Stanwood, Chester W. 
Stark, Raymond H. 
Steacy, Rosswell H. 
Stedman, Charles Milton 
Stedron, Frank Henry 
Steed, Netum H. 
Steele, Arthur W. 
Steele, Ellsworth C. 
Steel, Charles William 
Stein, Alex 
Steinman, Reuben 
Stephens, Arthur E. 
Stephens, Drew E. 
Stephens, Ivery Nathaniel 
Steratt, Charlie G. 
Stern, Samuel 
Stewart, Charles N. 
Stewart, Paul 
Stewart, Walter H. 
Stewart, William Curtis 
Stiles, Jesse 
Stingley, John August 
Stock, Harry E. 
Stocker, Christopher H. 
Stoerback, Carl C. 
Stokes, Homer Arden 
Stone, Thomas C, Jr. 
Stranigan, Edgar 
Strecker, Charles Joseph 
Street, Glenn I. 
Striver, Lloyd A. 
Stromosky, Frank 
Stroube, Harry A. 
Strumpf, Harry 
Stryker, Harry 
Stuart, Clarence 0. 
Stubblefield, James F. 
Sluhre, John W. 
Stull, Errett D. 
Slults, Claude Marshall 
Sullivan, Daniel Aloysius 
Sutton, Joseph James 
Sullins, Elsa V. 
Sullivan, Daniel B. 
Sullivan, Frederick J. 
Sullivan, George Victor 
Sullivan, Richard N. 
Sullivan, Thomas Patrick 
Sullivan, Walter Thomas 
Sullivan, William D. 



Sundstrom, John Edward 
Sutherland, Lloyd Elbert 
Sutton, William J. 
Swallow, Axel Eddie 
Swanson, Gideon N. 
Swaybill, Irving 
Sweeney, Joseph Aloysius 
Swenson, Floyd E. 
Swetman, Frederick 
Swim, William David 
Swisher, Clarence M. 

Tack, William 
Tambella, Italo 
Tansey, John Charles 
Tardelli, Rinaldi A. 
Tate, Harry 
Taylor, Bayard Phelps 
Taylor, Daniel Joseph 
Taylor, Everett 
Taylor, Garrett Lawson 
Taylor, J. H. 
Taylor, Kenneth W. 
Taylor, Thomas W. 
Taylor, William, Jr. 
Teague, William H. 
Teeter, Eidden John 
Tefft, George H. 
Tejral, Fred 
Teeotsky, Alexander B. 
Terwilliger, Raymond G. 
Tesariero, Guisappa 
Tessens, Joseph A. 
Tews, Walter Albert 
Thagard, Henry F. 
Theiss, Harry L. 
Thismann. Arthur Joseph 
Thisser, Henry 
Thistelthwaite, Charles J. 
Thomas, John William 
Thomas, Philip 
Thomas, De Witt Ousler 
Thomas, Gerald M. 
Thomas, John Mayford 
Thomas, Samuel R. 
Thompson, Thacker 0. 
Thompson, Warren 0. 
Thompson, Edward Francis 
Thompson, Ralph O. 
Thorns, Frederick 
Tighe, Morgan Jeremiah 
Tighe, Thomas, Jr. 
Titus, Geo. Francis 
Tlover, Samuel 

[ 204 ] 



THE 



u. s. s. 



LEVIATHAN 



Tollett, Carl H. 
Tomaselly, Antonio 
Tompkins, Alvah 
Tonkin, Frank 
Toole, Chas. 
Tordeur, Raymond Leon 
Torkelson, Arthur G. 
Towell, James M. 
Towhill, John Patrick 
Trachtenberg, Benjamin 
Tracy, James B. 
Tracy, James Frank 
Trankle, William 
Trask, Leslie Maurice 
Trice, Clyde 
Triffitt, Stephen H. 
Tripp, Stanley Everett 
Tripple, Geo. Edmund 
Tromblay, Arthur A. 
Troope, Sterling 
Trope, Frank 
Trout, Chauncey Marion 
Tronkatos, Wm. B. 
Tucker, Alphonse 
Turner, Bernard E. 
Turner, Lauran R. 
Turnpauck, Charles L. 
Turriff, John Angus 
Turzay, Michael 
Twist, Edward Hiram 
Tyndall, Warren H. 
Tyrell, Floyd 

Ullman, Nathan 
Ulmer, Joseph C. 
Underwood, Harry Walsh 
Unger, Carl Henry 
Urban, Alfred 

Vaccaro, Thomas 
Vanacore, Aniello 
Van Auken, Ross Depue 
Vanderbush, William Henry 
Van Hoosier, William S. 
Van Romondt, Harold S. 
Van Valenburgh, Vernon 
Van Wagoner, Charlie 
Vardy, Francis Z. 
Varmedor, Carroll 
Varmuh, James Lucius 
Vainer, Thomas L., Jr. 
Vaughan, Morgan Wm. 
Vegelann, Harry A. 
Veno, George W. 

[ 205 ] 



Roster of Crew— Continued 

Verioni, William 
Vestal, Harry Arthur 
Veissem, Elias 
Vidal, Magin Manuel 
Vienot, Walter 
Viets, Charles McL. 
Villaflor, Lorenzo 
Viliar, Russell J. 
Vogler, Herman Elmer 
Volk, Charles Aloysius 
Volk, Kyle R. 
Von Hagan, Elmer H. 



Wagner, Arlington R. 
Wagner, Andrew 
Wagner, Leo Ernst 
Waldron, Lloyd D. 
Walker, Alvin J. 
Walker, Charlie 
Walker, Floyd 
Walker, Fred. Wm. 
Walker, Jesse Allen 
Walker, Morris J. 
Walker, Roy L. 
Wallace, David A. 
Walley, Lowman Leroy 
Wallin, Ranson H. 
Walesley, Albert H. 
Walpole, James J. 
Walsh, Harold 
Walsh, James F. 
Walsh, Joseph James 
Walukas, Albert 
Waiver, Alphonse J. 
Warburton, Lawrence H. 
Ward, Andrew Harrison 
Ward, Chester A. 
Warner, Leslie L. 
Warren, Charles Edward 
Washington, George 
Washburn, Clinton I. 
Waters, William F. 
Watson, Claude 
Watson, Francis W. 
Watson, George James 
Watson, Leroy W. 
Watson, Myron John 
Watters, William Larkin 
Weaver, Richard Parks 
Webber, Charles F., Jr. 
Weber, John A. 
Webster, Robert K. 
Weddle, Alexander 
Wehman, Frederick, Jr. 



Weimaier, Geo. Edward 
Weisberg, William L. 
Wells, Charles Elbert 
Wells, Bruce E. 
Wells, Harry F. 
Weimer, Lawrence B. 
Welsh, Clarence Patrick 
Welsh, Earl Sylvester 
Wenman, Harry 
Wens, John J. 
Werbesky, John Joseph 
Werda, Joseph 
Werle, John William 
West, Clyde Otha 
West, Homer L. 
Westwood, Charles E. 
Wetzel, Charles T. 
Whaley, Vilas Henry 
Whatley, Daniel B. 
White, Evert Calvery 
White, Floyd H. 
White, Frank J. 
White, Jeffrey 
White, John C. 
White, Junius L. 
White, Theodore 
Whitney, Francis H. 
Whitney, John Francis 
Whittaker, Edwin Ralph 
Whittaker, William 
Whitten, Julius Perry N. 
Whittington, Luther E. 
Whittle, Henry E. 
Whittup, Herbert Leo 
Wieber Joseph William 
Wilborn, William B. 
Wilburn, Guy 
Wilburn, James Clarence 
Wiles, Charles Cedric 
Wiles, John James 
Wilhelms, Archie Cortice 
Wilkins, Tom Walker 
Wilkinson, Elder Zenobia 
Wilkinson, Gladstone C. 
Willey, Harold Albert 
Williams, Bennie H. 
Williams, Duval George 
Williams, George M. 
Williams, Harold S. 
Williams, John Bryant 
Williams, J. D. 
Williams, James Francis 
Williams, Lewis Edward 
Williams, Walter Edward 



THE 



u. s. s. 



LEVIATHAN 



Roster of Crew— Continued 



Williamson, Edward 
Williamson, Randolph Earl 
Williamson, Reginald J. 
Williquette, Clarence P. 
Wilson, David R. 
Wilson, David Samuel 
Wilson, Edward C. 
Wilson, Harold J. 
Wilson, Herbert 
Wilson, John Jacob 
Wilson, Marshall E. 
Wilson, Stanley Earl 
Wilson, Willie 
Wilton, Orville Richard 
Winans, Harold Paul 
Winans, Raymond Harvey 
Winnick, Paul 
Winter, Herman 
Wippert, George 
Wirth, Albert 
Wiseman, Frank Allen 
Wiseman, William J., Jr. 
Wittman, George J. 



Witzell, Chas. E. 
Woos, Herman G. 
Wood, Eugene E. 
Wood, Steven 
Woodward, Charles W. 
Woodward, Earl Kenneth 
Woodbury, Earl Walter 
Woodcock, William H. 
Woods, Raymond Stanley 
Woods, Robert Dale 
Woodson, James 
Woodward, Raymond W. 
Woody, James L. 
Woolward, William K. 
Wordley, Peter J. 
Worthington, Richard J. 
Wright, David N. 
Wright, Jesse Morgan 
Wright, Joe T. 
Wright, Richard A. 
Wright, Von Poe 
Wrightington, William 
Wynn, Leon Columbus 



Yeakel, Warren S. 
Yearwood, Percy A. 
Yessman, John 
Yokley, Willard Henderson 
Young, George E. 
Young, Hiter S. 
Young, Percy James 
Young, Robert Kenneth 
Young, David W. 
Youngblood, Harry 
Youssi, John. 



Zeller, Ernest E. 
Zemantick, Andrew A. 
Zero, Thomas F. 
Ziegler, Jennings Bryan 
Ziefeldt, Albert Victor Alfred 
Zimbroff, Jacob 
Zimmerman, Howard 
Zimmerman, John 
Zimmerman, Lewis M. 
Zoebelein, William 



Roster of Former Crew 



A bell, Henry Frank, Jr. 
Abraham, Leslie 
Albert, Alexander 
Ackerman, Ralph 
Adams, James A. 
Adams, William A. 
Adley, Michael Joseph 
Allen, Warren R. 
Anderson, Frederick Edw. 
Anderson, Harry E. 
Andras, Joseph, Jr. 
Anthony, Robert W. 
Archer, John Joseph 



Arent, Stephen T. 
Armstrong, Frank 
Armstrong, William V. 
Arvidson, Milton E. 

Bahnsen, Henry A. 
Balaz, Joseph Patrick 
Barclay, Reginald 
Barr, Charles Morris 
Barr, Eugene Wendil 
Bartlett, Donald A. 
Basler, Loren H. 
Bean, Otis E. 



Beck, Alvin 
Beck, Barney 
Bedale, Joseph Hillman 
Beeler, James Madison 
Behman, August Scott 
Behrend, Harry G. 
Bell, Thomas 
Benson, Freeman Leroy 
Bent, James Edward 
Bertenshaw, Earl . 
Berry, Peter Joseph 
Best, Charles F. 
Biagiotti, Victor 

[ 206 ] 



THE 



U. S. S. 



LEVIATHAN 



Roster of Former Crew— Continued 



Bielfield, Richard James 
Bigelow, Ralph Brown 
Bingley, Ellis S. 
Biondi, Nicholas 
Blackburn, Roy James 
Blaney, Harold J. 
Bledsoe, Roy T. 
Bligh, Alfred Aloysius 
Boarman, Francis Herbert 
Bogart, Humphrey DeForest 
Bohrer, Glenn H. 
Boone, Charlie Earl 
Bopp, Harold 
Bourgeois, Edgar 
Bowens, Fred 
Bowles, Thomas V. 
Block, Edgar Deane 
Blumfield, Morris 
Bowdoin, Clayton 
Boyce, Richard, Jr. 
Boyd, Thomas, Jr. 
Boyle, William G. 
Brachat, August 
Branden, Sigurd 
Bradshaw, Claude Henry 
Breen, Lawrence B. 
Breiman, John 
Breitschuh, Edward 
Brewer, Frank F. 
Brinkman, Frederick 
Brinton, Harold 
Brooks, Alfred E. 
Brooks, Valentine C. 
Brown, George R. 
Brown, Lawrence S. 
Brown, Walter 
Brown, William Leroy 
Browning, Joe D. 
Broome, Ronald 
Brown, Ebna 
Brucker, Reuben 
Bruns, Harry 
Buckley, Charles Henry 
Buford, William H. 
Bullington, Preston G. 
Bulmer, Albert T. 
Burke, Thomas F. 
Bushenville, Moses J. 
Byrns, Edward Thorn 

Cahn, Harvey Newman 
Calamia. Bertram Plaint 
Caldwell, Patrick F. 
Calhoun, John W. 

[ 207 ] 



Campbell, Theodore J. 
Canady, Jesse James 
Canavan, John Mooney 
Canzler, Eugene 
Carreiro, Manuel P., Jr. 
Carroll, Martin H. 
Carson, Beauregard E. 
Cassavant, Henry B. 
Carter, Harry B. 
Carter, William F. 
Cass, Stewart E. 
Catsiff, Harry I. 
Cenedella, Charles M. 
Chamberlain, Fred A. 
Chambers, Lannie 
Chase, Randolph M. 
Chenkin, Saul 
Chick, Charles E. 
Christmas, Harold 
Christmas, Robert 
Chrysler, Howard M. 
Clancy, Kenneth Henry 
Clark, Glenn Arnold 
Clark, Raymond Vincent 
Clark, Sumner 
Clevenger, Thomas 
Clifton, Bennie A. 
Cline, Joseph B. 
Coffman, Carleton C. 
Cohan, Henry 
Cohen, Archie 
Cole, Francis E. 
Coleman, Grant 
Collier, Albert L. 
Combes, Tandy Y. 
Conley, Lyndon E. 
Conlon, Hugh M. 
Conover, Harry Lester 
Conway, Joseph Edward 
Cooney, Elwood Patrick 
Cooper, Richard F. 
Cooper. Wendell Earl 
Corey, Brayton Curtis 
Cowley, Joseph P. 
Cox, Raymond C. 
Coyle, James Joseph 
Craycraft, George H. 
Cross, Emil John 
Culler, Paul Arthur 
Cunha, Toney 
Curfman, Albert J. 
Currie, Merton Charles 
Curry,. Thomas James 
Curtis, Charles Menzo 



Cushman, Clarence Chas. 

Dailey, Walter A. 
Dalbey, Henry C. 
Dale, George G. 
Dalton, Harry M. 
Dalzell, Lloyd Hunter 
Daniell, Wm. Lawrence 
Danielson, Christian M. 
Darling, James Jouett 
Dauch, Frederick Wm. 
Daugherty, Harold J. 
Davis, Arthur D. 
Davis, Carter H. 
Davis, Charles O. 
Davis, Edward C. 
Davis, John Philip 
Dean, James Edward 
Debusk, Harvey Clay 
DeCremy, Loretto 
Deering, Charles J. 
Delaney, Henry J. 
Demarah, Richard A. 
Denison, George 
Depelio, Joseph 
Derrick, Clarence L. 
DeSousa, Albert M. R. 
DeSenso, Arthur Joseph 
Dery, Cyrus Camille 
Dewdney, Harry 
Dilena, Ernest T. 
Divine, Dewey James 
Donaghue, Valentine M. 
Donnelly, William P. 
Dodge, Victor Raymond 
Doody, William 
Doran, Joseph F. 
Doughty, Royal Freemont 
Douglas, Otha Wilbur 
Dowling, John Francis 
Drennan, Everett 
Dribben, Charles K. 
Duckett, William Henry 
Duerr, Bernard A. 
Duffy, Charles Rail 
Duggan, Raymond Wm. 
Dumpprope, William B. 
Dunn, Harrison 
Dunphy, Augustine M. 

Easter, Roswell R. 
Eckert, John Burns 
Eckhardt, George C. 
Eddy, John Lawson 



THE 



u. s. s. 



LEVIATHAN 



Roster of Former Crew— Continued 



Eddy, George Roberts 
Elefant, Harvey 
Ellis, Steve 

Ells, Marshall Redonte 
Evans, Clarence S. 
Eveland, Orville LeRoy 



Fagan, John James 
Farrar, Raymon S. 
Farrell, Albert Grover 
Faulkner, Henry 0. 
Favicchio, Michelle 
Fawcett, Thomas, Jr. 
Felsch, John A. 
Fenicehia, Mariano 
Fenimore, Michael J. 
Fidel, Paul Bernard 
Fiddelke, Herbert John 
Field, Donald E. 
Field, Keith Joy 
Fields, Carl T. 
Finely, Louis Wilford 
Firchau, William H. 
Fitzgerald, Alphonsus 
Fitzpatrick, Edward A. 
Fitzimmons, John F. 
Fiytok, Frank 
Flanagan, Joseph Patrick 
Fleming, John Joseph 
Fleming, Everett F. 
Fletcher, David W. 
Flitton, Alton Lee 
Flynn, Daniel C. 
Flynn, James Francis 
Fontaine, Emile Roul 
Foster, Clarence L. 
Foster, Perry Lee 
Foutch, Jay B. 
Freda, Dominick 
Freeman, Willard Albert 
Frederick, Arthur 
French, Harry Arthur 
French, William T. 
Freund, Albert J. 
Freyburger, Roy L. 
Fricker, Albert B. 
Friesch, Steve J. 
Fromme, Arthur Carl 
Frook, Floyd 
Frost, Frank 
Frost, Percy A. 
Frost, Raymond J. 
Fuller, Frank N. 



Galbreath, Lawrence B. 
Gallaspie, Hubert E. 
Gajzik, Joseph Francis 
Gallagher, John Wallen 
Gallagher, Raymond 
Gallagher, William Geo. 
Gall, Frederick Henry 
Gamble, George F. 
Gardinier, Ted 
Garland, Joseph H. 
Gary, Frederick Samuel 
Geldersma, Dewey 
Giardina, Giuseppe 
Giglio, Vincent 
Gilbert, Davis L. 
Gillane, Thomas John. Jr 
Gitlitz, Louis 
Gochnaur, Walter Alfred 
Goings, Howard 
Goldman, Adolph Arthur 
Good, Earle V. 
Good, Fred I. 
Gordon, Nelson 
Gould, Harold T. 
Gordon, Herbert James 
Gorman, Kenneth J. 
Grady, Patrick L. 
Gramling, George F. 
Gray, David 
Gregory, Edward 
Gregory, Lawrence Alex. 
Gregg, Charles P. 
Griffin, William L. 
Grimshaw, William H. 
Guadagno, Thomas 
Guernsey, Frederick S. 
Guerrero, Eusebio 
Guisness, Carl Earl 



Hagelstein, Kingston B. 
Haire, Homer H. 
Halek, Frank Joseph 
Hall, Ozin 

Halliday, Charles W. 
Hamlin, Paul A. 
Handlowitch, Michael 
Hanke, Edward H. 
Hannon, Daniel Edward 
Hansen, Charles Theodore 
Hanson, Henry August 
Hardt, Frank J. 
Harris, David Earl 
Hartigan, William Raymond 



Hayes, Julian 
Hebb, Allen 
Hecker, Stanley E. 
Hedge, Clayton D. 
Hedlander, Robert L. 
Heine, Harry 
Helcamp, Will 
Henopp, Adam 
Henry, John Leonard 
Hensley, George C. 
Henzel, William 
Hermann, William E. 
Herring, Frank J. 
Herron, Elmer Ernest 
Herzog, William 
Hevman, John So. 
Hicks, Ralph Waldo 
Hill, Frederick C. 
Hill, Joseph T. 
Hill, Harold Joseph 
Hillman, Caiman 
Hills, Clifford A. 
Hochstein, Samuel 
Hock, Frank H. 
Hoenig, Louis H., Jr. 
Holland, Monroe M. 
Holley, Robert 
Holmes, Harry Jay 
Horwitz, Abraham 
Holt, Archibald G. 
Hopper, William Edwin 
Horn, Thomas A. 
Hough, Irving Clermont 
Houser, William Geo. 
Houting, Charles 
Howard, Charles Joseph 
Howard, James Francis 
Howe, Joshua Brewster 
Hubert, Ralph S. 
Hudson, Thomas F. 
Hughes, John Vincent 
Hunter, James H. 
Huston, Louis D. 
Huston, Sherman C. 
Hutchins, Earl Stanley 
Hutchinson, John Niel R. 
Hutson, Arthur 
Hyde, Louis H. 

Iacono, Joseph A. 
Tmmediato, Ralph Joseph 
Imperial, Joseph T. 
Israel, Samuel E. 
Isreall, Roy John 

[ 208 ] 



THE 



u. s. s. 



LEVIATHAN 



Roster of Former Crew— Continued 



Jacobsen, William J. 
James, Walter A. 
Johansen, John J. 
Johnson, Alfred M. 
Johnson, Henry B. 
Johnson, Oliver W. 
Johnson, Raymond Carl 
Jones, Frederick John 
Jordon, Richard D. 
Josephs, David 
Joyce, Martin Francis 



Kadish, Joseph 
Kaiser, Victor L. 
Kalinoski, Edward 
Kandel, Moses 
Karlewitz, Anthony 
Keahon, Patrick Henry 
Kearney, Kenneth John 
Kearns. Thomas J. 
Keck, Ralph Frederick 
Kee, Oliver A. 
Kelle, Arthur E. 
Kellar, Milton Russell 
Kelly, Michael W. 
Kelsey, Joseph K. 
Kennedy, Malcolm E. 
Kerwin, William D. 
Kest, Saul 
Keville, John 
Kientzle, Emmett Jos. 
King, Charles Elmer 
King, Gerald A. 
King, Hillyer Clark 
King, John Rinehart 
King, Melvin E. 
Kinney, Harry J. 
Kirby, Forest Whitfield 
Kirkland, Roy Henderson 
Kissinger, William Henry 
Klan, Charles Jacob 
Kligeld, Jacob 
Klipp, Carl 

Knight, Winfield Westcott 
Knoth, George, Jr. 
Kobusch, Walter Henry 
Koch, Charles 
Kono, Lewis C. 
Konwiczka, Louis S. 
Koster, Richard D. 
Krahenbuhl, William J. 
Krai, Charles F. 
Kratochvil, Fred H. 

[ 209 ] 



Kress, Louis Charles 
Kretz, John Henry 
Kulis, Joseph 
Kwasny, Edward 

Laird, James 
Laird, William John 
Lambert, Joseph E. 
Landis, Oliver Dockery 
Langdon, William 
Langhouser, Joseph A. 
Langley, Frank, Jr. 
Larson, Albert Andrew 
Larson, Frederick Harry 
Lawrynowicz, John F. 
Lazarus, Thomas 
Ledamun, Arthur 
Lee, Christopher Joseph 
Lemasters, Everett M. 
Levey, Norman B. 
Lewin, Edward 
Lewis, Comer John 
Lightell, Frank 
Lind, Curtis P. 
Lindahl, Harry Anderson 
Linn, Otto M. 
Lippincott, Ralph 
Lisdero, Valentine 
Littleton, William 
Lockwood, Willis A. 
Loftin, Orden G. 
Loftus. John Joseph 
Loguidice, Thomas 
Longobardi, John 
Loper, Ira B. 
Lotzgeselle, Justis 
Loughrey, Thomas E. 
Lundberg, Gustaf F. 
Lynch, James J. 
Lynch, Jeremiah M. 
Lyons, John W. 
Lyons, William D. 

McBride, Peter 
McCabe, Francis Sheldon 
McClary. George R. 
McCormac, Joseph P. 
McCorkle, Pope 
McCreieht. Roy 
McCurdy, Thomas 
McElligott, John Joseph 
McEvoy, John J. 
McGee, James V. 
McGinnes, Eugene W. 



McGuire, Thomas F. 
McKinely, Hugh E. 
McKinney, Charles H. 
McManus, Charles B. 
McManus, Francis 
McMillan, David S. 
McMurdy, Harmon 
McNenny, Francis S. 
McNesby, Albert J. 
McReynolds, Wra. J. 
McWhorter, William D. 
Mack, Percy F. 
Mackenstadt, Herbert A. 
MacLaren, Norman A. 
Madore, Arthur 
Mahery, Harold A. 
Mahon, Daniel Francis 
Mahonev, James J. 
Maley, William, Jr. 
Maloney, Thomas 
Manchester, Gail H. 
Maracek, Stephen J. 
Marc Aurele, Donald 
Marien, Leo 
Marinello, Accurso 
Martin, Frederick C. 
Martin, Maxwell M. 
Martin, Thomas 
Martin, Fred E. 
Martino, Marco 
Martinson, Melvin N. 
Mason, Max Arnold 
Melfi. Philip 
Menck, Ray R. 
Melville, Clarence B. 
Mertz, Charles C. 
Meyers, George A. 
Miller, Earl M. 
Miller, Forest E. 
Miller, Hugh Leonard 
Miller. Ralph Edaiar 
Miller, William W. 
Millet, Hylton Berchman 
Millet, Patrick 
Mitchell, George Clayton 
Monahan, Thomas 
Montgomery, William E. 
Moore, Edward 
Moore, Richard Morris 
Moore, Walter Thomas 
Moran, Eugene, Jr. 
Morgan, Charles William 
Morris, Walter J. 
Moross, Arthur William 



THE U. S. S. LEVIATHAN 



Roster of Former Crew— Continued 



Mullins, Cecil Emerson 
Mulloy, John W. 
Murphy, Albion P. 
Murphy, Daniel Paul 
Murphy, William U. 
Murrain, Alec. Turner 
Murray, James P. 
Murray, William J. 

Napierala, Ignatius J. 
Nebel, Peter V. 
Nee, James A., Jr. 
Neely, John T. 
Neff, John White 
Nelson, Edward L. 
Nelson, John 
Nelson, Daniel H. 
Nett, Alfred 
Newsom, Frank Martin 
Nix, Joseph Patrick 
Nolan, Edward L. 
North, Reginald W. 
Nutting, William A. 

Oakley, Edwin L. 
O'Brien, Alfred E. 
O'Brien, John J. 
O'Connor, John Vincent 
Oldfather, Walter Emmett 
Ojeska, Albert 
Olsen. Elmer O. 
O'Malley, Peter John 
O'Marah, George R. 
Osborne. Silas Peter 
O'Shea, Martin 

Palmer, John J. 
Parnin, Eugene E. 
Parsons, Edgar Jesse 
Partridge, Harry 
Paston, John Rae 
Patton, Thomas Thompson 
Persse, George G. 
Peckham, Albert F. 
Peden, Herman Alexander 
Penzick, Moses 
Perkins, Percy B. 
Perron, Adolphe 
Perry, Arthur 
Peterson, Sam Sanborn 
Peterson, Alexander B. 
Phillips, John Lilburn 
Philippson, Abraham P. 
Piacine, Joseph Francis 



Pickard, Gilbert A. 
Pickell, Ernest James 
Pilcher, Lloyd W. 
Pitscner, Gustave 
Plank, Lewis 
Polland, Walter 
Pollock, William 
Pope, Harvey Peter 
Porter, Frank L. 
Post, Leroy R. 
Pristash, John 
Provan, Francis H. 
Provencher, Frank 
Pucklitsch, Arnold 
Puderbaugh, Walter A. 

Quinn, Louis Estel 

Rabinowitz, Mike 
Randall, Arthur L. 
Rayford, James Miller 
Raynor, Clarence K. 
Rebman, Bert 
Reckinger, Raymond M. 
Reynolds, Rufis Arvin 
Phynders, Floyd 
Richards. Frederick A. 
Richmond, Ralph W. 
Riker, Leonard W. 
Riley, Leo Orvid 
Riordan, Thomas Francis 
Ritchotte, Edgar A. 
Rizzolo, Leonard Aloysius 
Robinson. Robert H. 
Roosa. John Moses 
Rosenberg, David 
Rude, Charles 
Ruger. Benjamin Franklin 
Russell. Christopher A. 
Ryan, Frank 
Ryan, John J. 
Ryan, William Joseph 

Sacks, Nathan 
Salerno, Anthony 
Salk, Emil John 
Sandell, William H. 
Sanders. Jewell Gaskill 
Sandford. Joseph. Jr. 
Satcher, Thomas E. 
Satterfield, Lucian Earl 
Scarboroush. Lennie M. 
Schoenbeck, William Carl 



Schrafel, Joseph A. 
Scott, Walter John 
Secore, Bartow 
Schimpf, Joseph G. 
Schlessinger, Edward L. 
Schorck, Frederick, Jr. 
Schmitt, Walter Dewald 
Schneider, Fred W. 
Schultz, Anthony 
Schulz, Herman Charles 
Seeber, Fred J. 
Segerstrom, Raugnar Seiferr 
Shaw, Vivian Alonzo 
Shea, Bernard J. 
Sheehan, James 
Shepherd, Thomas F. 
Seidel, Charles 
Sheridan, Thomas Bradford 
Shymansky, Joseph Peter 
Silberstang, Isidore 
Sillcox, Wilden B. 
Siminski, Stanley 
Simmons, Henry G. 
Simon, Elias 
Sims, Robert Lloyd 
Sims, Roy Devine 
Sister, Tony 
Smith, Alfred Ferris 
Smith, Horace Frederick 
Smith, Doane White 
Smith, Ephraim H. 
Smith, James F. 
Snyder, Melville A. 
Snyder. Robert W. 
Solan, Bernard Joseph 
Solleridge, Samuel 
Sorge, Gustave, Jr. 
Sourbrine. Amos James 
Sousire, Peter, 
Southgate. Harold 
Spencer, Roy Franklin 
Spinnelli. Morto 
Staker, Christopher Wm. 
Stallberger, Edward John 
Stanford. Walter W. 
Stanley, Omer Adria 
Steidl, Hush Joseph 
Stiles. David McCormack 
Stockinger, Christian W. 
Stokes, Edward J. V., Jr. 
Stolfors. Martin 
Stone, Edward Hannon 
Stover, Robert A. 
Strecker, Charles Joseph 

[ 210 ] 



THE 



U. S. S. 



LEVIATHAN 



Roster of Former Crew— Continued 



Stromwall, Ernest Harold 
Stubblefield, Clyde 
Sturtz, Lloyd A. 
Sullins, Elza V. 
Sullivan, John Lauren 
Sullivan, Robert E. 
Suter, Arnold L. 
Swanson, Leonard Nels 

Tarches, Benjamin E. 
Tardieu, Ernest James 
Tassi, William J. 
Taylor, Charles H. 
Teeling, John Francis 
Terwilliger, Raymond G. 
Tessens, Joseph A. 
Thelen, Cecil Ray 
Thomas, Kenneth Champion 
Thomas, Gerald H. 
Thomas, Stanley T. 
Thomas. William T. 
Tighe, Thomas, Jr. 
Tobin, Harold 
Tollison. James Frank 
Toole, Alfred Wallace J. 
Turkus, Andrew George 
Turner, Rommie E. 
Twist, Edward Hiram 

Underwood, Goebel 



Valla, James 
Vanderbrandt, John 
Vandervelde, Marcel H. 
Van Vliet, Roy 
Varner, Fred 
Viggiano, Dominick 

Waggoner, Robert B. 
Wagner, Charles A. 
Walker, Ernest Sylvester 
Walker, Floyd 
Walker, Fred Wm. 
Walker, Henry C. 
Waldrop, Clonev Oren 
Walsh, Albert A. 
Walsh, Patrick 
Walsh, Stephen 
Walters, Abram B. 
Warner, John F. 
Weaver, Walter William 
Weber, Adam 
Weed, David S. 
Weigel, Harry Henry 
Weisberger, Maurice 
Weiss, Charles Leonard 
Werle, John William 
Wexler, William 
Whaley, Vilas Henry 
Wharton, Jack 
White, Albert G. 



Whitehurst, Bertram G. 
Wiggins, William H., Jr. 
Wilkins, Tom Walker 
Wilkinson, William S. 
Willers, George A. 
Williams, Axel L. 
Williams, David M. 
Williams, James F. 
Williams, Onel Oren 
Williamson, Francis E. 
Williamson, Robert A. 
Wilson, Lawrence Edward 
Winans, Harold Paul 
Winslow, Eugene W. 
Wise, George William 
Wishinsky, Louis 
Wisker, John G. 
Witherspoon, Albert Amber 
Witte, William Bernard 
Wolfe, Arthur G. 
Wood, Jesse Eugene 
Woods, Walter Harry, Jr. 
Wright, Lyle H. 



Zammataro, Frank 
Zanitsky, Solomon 
Zazzarino, Leo 
Zezulak, John 
Zuccaro, Joseph 



[ 211 ] 



THE 



U. S. S. 



LEVIATHAN 



Gun Crew of the U. S. S. Leviathan 



Gun No. 1 

Gun Captain— Canzler, E., BMlc; Fan- 
ning, J. P., Cox. 

Pointer — Lynch, J. J., Sea.; Halek, 
F. J., Sea. 

Trainer — Moorehouse, H. F., Sea.; 
Motley, B. D., S2c. 

Sightsetter — Blackburn, R. J., Sea.; 
Gray, R., Sea. 

Rammerman — McLeod, C. P., Sea. 

1st Shellman — Avery, I., Sea.; Lynch, 
J. J., S2c. 

2nd Shellman — Atsma, L. W., Sea. 

3rd Shellman — Boss, G. D., Sea. 

1st Powderman — Brown, W. L., Sea. 

2nd Powderman — Anderson, H. R., Sea. 

Voice Tubeman — Grey, R., Sea. 

Trayman— Halle, J. G., Sea. 



Gun No. 2 

Gun Captain — Bradby, P. R., Cox. 
Pointer— Wilburn, P. R., Sea. 
Trainer — Chisholm, J. A., Sea. 
Sightsetter — Loftus E. J., Sea. 
Trayman — Guernsey, F. S., Sea. 
Rammerman — Stanley, O. A., Sea. 
1st Shellman — DeBusk, H. C, Sea. 
2nd Shellman — Bazin, A., Sea. 
3rd Shellman — Croushorn, G. D., Sea. 
1st Powderman — Hutchins, C. E., Sea. 
2nd Powderman — Boyce, R., Sea. 
Voice Tubeman — Seaquist, C. F., Sea. 



Gun No. 3 

Gun Captain— Biagotti, V. E., BM2c. 
Pointer — Brandon, L. A., Sea.; Rizzolo, 

L. A., Sea. 
Trainer — Meyers, W. A., Sea. 
Sightsetter — Strecker, C. J., Sea. 
Trayman — Cooper, W. C, Sea. 
Rammerman — Engle, W. F., Sea. 
1st Shellman — Carter, H. B., Sea. 
2nd Shellman— Dietrick, W. H., Sea. 
3rd Shellman — Higgenbotham, G., Sea. 
1st Powderman— Dilena, E. F., Sea. 
2nd Powderman — Littleton, W., Sea. 
3rd Powderman — Goings, H., Sea. 
Voice Tubeman— Bledsoe, R. T., Sea.; 

Carter, J. B., Sea. 



Gun No. 4 

Gun Captain — Clark, J. F., Cox. 
Pointer — Meyers, G. A., Sea.; Dwyer, 

J. J., Sea. 
Trainer — King, C. E., Sea. 
Sightsetter — Boyd, T., Sea. 
Trayman — Davis, J. J., Sea. 
Rammerman— Kretz, J., Sea. 
1st Shellman — Fitzgerald, A. R., Sea. 
2nd Shellman— Benford, W. F., Sea. 
3rd Shellman — Flemming, A. J., Sea. 
1st Powderman — Barefield, T. K., Sea. 
2nd Powderman — Feeney, J. F., Sea. 
Voice Tubeman — Snyder, R. W., Sea. 



Gun No. 5 

Gun Captain— Canfield, W. J., BMlc. 

Pointer— Gagnon, C. A., Sea.; Black- 
wood, L. E., Sea. 

Trainer — Hennesey, J. F., Sea. 

Sightsetter — Sturtevant, J. F., Sea. 

Trayman — Nutting, W. A., Sea. 

Rammerman — Marcoux, D., Sea. 

1st Shellman— Keahon, P. H., Sea. 

2nd Shellman— Cox, R. G., Sea.; Dob- 
son, W. E., S2c. 

1st Powderman — Brown, H. S., Sea. 

2nd Powderman — Dailey, B. J., Sea.; 
Murray, G., Sea. 

3rd Powderman — Hendrix, T., Sea. 

Voice Tubeman — Witherspoon, A. A., 
Sea. 



Gun No. 6 

Gun Captain — Abell, H. F., Cox. 
Pointer— Kirkland, R. H., Sea. 
Trainer — McClary, G. R., Sea. 
Sightsetter — Magann, F. X., Sea. 
Trayman — Garner, C. E., Sea. 
Rammerman — Wehman, F., Sea. 
1st Shellman — Gordon, H. J., Sea. 
2nd Shellman — Klipp, C, Sea. 
1st Powderman — Duckett, H. W., Sea. 
2nd Powderman — Cope, T. W., Sea. 
3rd Powderman — Bingley, E. S., Sea. 
Voice Tubeman — Traccey, P. L., Sea. 

[ 212 ] 



THE 



u. s. s. 



LEVIATHAN 



Gun Crew of the U. S. S. Leviathan— Continued 

6-Inch Gun No. 7 1-Pounder Gun No. 1 

Gun Captain-Esser, C. A., Cox. Bahnsen, H. A. . . . Sea. 

Pointer-Thomas, W T Sea. fXiSTj. A. YYYYYYYYYY S2c 

Trainer-Cameron, W. G Sea Hamke, E. H Sea. 

Sightsetter — McNenny, F. S., Sea. 

Trayman— Dyer, B., Sea. 1-Pounder Gun No. 2 

Rammerman — Stockinger, C. W., Sea. Ganley, J. B Sea. 

1st Shellman— Howe, J. B., Sea. Houting, C Sea. 

2nd Shellman— Duschuttle, L. E., Sea. Bachmier, C. G Sea. 

3rd Shellman— Polland, W. Sea. Crowley, J. T Sea. 

1st Powderman — Crapps, C, Sea. „ v ., „ „ 

2nd Powderman— Landis, 0. D., Sea.; w * GuN iNa l 

Cavey, H., Sea. Sampson, W. D Sea. 

3rd Powderman— Howery, C. L., Sea. ; gillane, T. J Sea. 

Stevens, W. B., Sea. Bonner, C. A Sea. 

Voice Tubeman — Ashley, J., Sea.; «y'' Gun No 2 

Abells, W. R., Sea. u T u o 

Herr, J. H Sea. 

Fillipski, S. F Sea. 

Brownell, H. L Sea. 

6-Inch Gun No. 8 Machine Gun No. 1 

Finley, R. M Sea. 

Gun Captain— Chapman, A., BMlc. ; Prochaska, J Sea. 

Wherry, J. B., Cox. Bull, F. W Sea. 

Pointer — Olsen, E. A., Cox. Gwynn, Sea. 

Trainer— Whitehurst, B. G., BM2c. 

Sightsetter— La Valle, F. R., Cox. Machine Gun No. 2 

Trayman— Urban, A., Cox. Manning, E. J Sea. 

Rammerman— Durkin, R. J., Sea. ?? lden ' T C o Sea ' 

1st Shellman— Stokes, E. J. J. V., S2c. ; £ lt0 1 n ' L A ^ Sea. 

Stanford, W. W., Sea. Ta y lor ' C H Sea - 

2nd Shellman — Simmons, H. G., Sea. R\nge Finders 

1st Powderman — Martin, W., Sea. r} u fl" q l Cox 

2nd Powderman — Kelley, W., Sea. Roylance, W. ... ....... .... Sea! 

3rd Shellman — Borrello, L. R., Sea. Southgate, H Sea. 

Voice Tubeman — Winslow, E. W., Sea. Curry, T. J Sea. 



[ 213 ] 



THE 



u. s. s. 



LEVIATHAN 



Comparison of the Fifteen Leading Transports 

(From The Transport Ace, Newspaper printed on board the "Leviathan") 

The following comparison shows the number of round trips made, 
and the number of troops carried to Europe, by the fifteen leading 
transports up to the time the Armistice was signed, November 11, 1918. 

No. of Largest No. Total troops 

Ship round trips in one trip carried 

Leviathan 10 10,860 119,215* 

George Washington 9 5,529 46,159 

President Grant 8 5,811 44,182 

America 9 5,327 39,674 

Agamemnon 10 4,917 35,026 

Mount Vernon 9 4,763 33,549 

Great Northern 10 3,058 27,590 

Aeolus 8 3,551 24,327 

President Lincoln 5 4,888 23,438 

Northern Pacific 10 2,755 21,903 

Martha Washington 8 3,055 21,900 

Covington ■. 6 4,133 21,754 

Princess Matoika 6 3,865 21,163 

Huron 8 2,917 20,771 

Pocahontas 9 2,920 20,474 

* The total of 119,215 for the Leviathan includes Naval Supernumeraries and 
crew carried on the first ten Eastbound trips. The present voyage makes the 14th 
round trip for this vessel. 

The greatest number of persons carried by the Leviathan was on 
our sixteenth westbound trip when we had on board (including Naval 
Crew), a total of 14,300 persons. 




[ 214 ] 



THE U. S. S. LEVIATHAN 



Daily Routine in Port 



A.M. 

4:00 Call ship's cooks of the watch. 

4:30 Fires started in running steamer. 

4:45 Call masters-at-arms, boatswain's mates, buglers and hammock stowers. 

5:00 Reveille. Call all hands, pipe "up hammocks," serve out coffee; light 

the smoking lamp. 
5:15 Haul over hammock cloths and stop them down. Master-at-arms report 
decks clear of hammocks. 

Pipe sweepers. Sweep down thoroughly before decks are wet. 

Turn to. Out smoking lamp. Execute morning orders. Stow away ditty 
boxes; clear lower decks. Five minutes before sunrise, station men 
for turning off anchor, boom and gangway lights. Scrub clothes. 

Knock off scrubbing clothes; trice up lines; hoise ashes. 

Take off gun covers and hatch hoods, unless the weather is foul. Ham- 
mock stowers haul back hammock clothes. 

Up all hammocks. 

Mess gear. Light smoking lamp. Publish uniform of the day. 

Colors. 

Turn to; out smoking lamp. 

Sick call. 

Retreat from bright work. Sweep down. Stow away all wash deck gear 
and all ditty boxes. Clear up the deck for quarters. 

Officers' Call. Divisions fall in for muster. 

Quarters for muster and inspection. Physical drill followed by the drill 
prescribed. 

Retreat from drill. Pipe down scrubbed clothes, if dry. Sweep down. 
Light smoking lamp. Mast for reports and requests. 

Dinner. 

Band call; band concert till 1:00. 

Turn to. Out smoking lamp. Pipe sweepers. Pipe down aired bedding, 

if up. Pipe down wash clothes, if dry. 
Drill call. 

Retreat from drill. Turn to. 
Knock off work. Pipe down clothes, if up. Sweep down. Light smoking 

lamp. 
Clear up decks. Stow away ditty boxes. 
Mess gear. 
Supper. Five minutes before sunset call guard of the day and band. 

Station detail for all lights. Turn on lights at sunset. 
Turn to. Pipe sweepers. Wet dowm after main-decks for scrubbing clothes. 
Hammocks. No smoking below the main decks. 

Muster the anchor watch. Searchlights and signal drills, if ordered. 
Trice up the clothes lines. 
First call; out smoking lamp. 

Tattoo. Pipe down. Silence. Muster and set first anchor watch. 
Taps. 

[ 215 ] 



5:20 


5:30 


6:00 


6:45 


7:00 


7 


15 


8 


00 


8 


15 


8 


30 


8 


45 


9:10 


9:15 


11:30 


M. 


12:00 


P.M. 


12:30 


1:00 


1:30 


2:30 


4:00 


5:30 


5:45 


6:00 


6:30 


7:30 


8:00 


8:30 


8:55 


9:00 


9: 


05 



THE U. S. S. LEVIATHAN 



Daily Routine at Sea 

A.M. 

2:00 Relieve wheel and lookouts. 
3:50 Call the watch section. 

4:00 Relieve the watch. Muster the watch section and life boat's crew. Light 
smoking lamp. Call ship's cooks of the watch. Five minutes before 
sunrise station details at running lights. Turn off at sunrise. Relieve 
lookouts and station masthead lookouts. 
5:00 Call idlers and section of the watch sleeping in. Coffee. 
5:20 Pipe sweepers. 

5:30 Turn to. Out smoking lamp. Execute morning orders. 
5:00 Relieve the wheel and lookouts. Trice up clothes lines. 
6:45 Hammock stowers haul back hammock cloths. 
7:00 Up all hammocks. 

7:15 Hammock stowers stop down hammock clothes. Mess Gear. Light smok- 
ing lamp. 
7:30 Breakfast. Shift into the uniform of the day during the meal hour. 
8:00 Relieve the watch; both sections on deck. Muster watch and life boat's 

crew. 
8:15 Turn to. Out smoking lamp. Deck and gun bright work. 
8:30 Sick call. 

8:45 Knock off bright work. Sweep down. Stow away ditty boxes and wash 
deck gear. Take down towel lines. Clear up decks for quarters. 
9:10 Officers' Call. Divisions fall in for quarters. 

9:15 Quarters for muster and inspection. Physical drill and drills as prescribed. 
10:00 Relieve the wheel and masthead. 

11:30 Retreat from drill. Pipe down washed clothes, if dry. Sweep down. 
11:45 Mess gear. 
M. 
12:00 Dinner. 
P. M. 

12:30 Relieve the watch. 
1:00 Turn to. Pipe sweepers. Out smoking lamp. 
1 :45 Abandon ship drill call. 
2:00 Relieve the wheel and masthead. 
2:15 Retreat from drill. Pipe sweepers. Turn to. 
3:30 Pipe down wash clothes, if up. 

4:00 Relieve the watch. Muster watch and life boat's crew. 
4:30 Sweep down. Knock off ship's work. Light smoking lamp. Five minutes 
before sunset station details at running lights. Turn on running 
lights with senior ship present. Station deck lookouts. Muster life 
boat's crew. Inspect life boats. 
5:30 Clear up decks. Stow away ditty boxes. 
5:45 Mess gear. 

6:00 Supper. Relieve the wheel and lookouts. 
6:30 Turn to. Sweep down. Wet down after raindeck. 
7:00 Band concert for crew until 8:00. 
7:30 Hammocks. No smoking below decks. 

8:00 Call the watch. Relieve the wheel and lookouts. Relieve the watch. 

Muster watch and life boat's crew. Turn out all but standing lights 

and lights in officers' quarters and chief petty officers' mess room. 

9:00 Out smoking lamp. Turn out lights in chief petty officers' mess room. 

10:00 Relieve the wheel and lookout. Turn out lights in officers' quarters unless 

an extension has been granted. 
11:50 Call the watch. 
Midnight. Relieve the watch. Muster the watch and life boat crew. 

[ 216 ] 



THE U. S. S. LEVIATHAN 



The U. S. S. Leviathan 



The Leviathan is 954 feet long, 100 feet beam, and, when leaving 
New York, draws 41 feet 10 inches of water. Place her on Fifth Avenue 
and she would spread from 42d Street across 45th Street. Stand her 
on end alongside the Woolworth Building, and she would overtop the 
Woolworth Building more than 50 feet. She weighs 69,000 tons; more 
than twice the displacement of the world's largest dreadnought. 

She stows 8,700 tons of coal and carries 5,000 tons of fresh water. 
If we would be permitted to run her at the speed she is capable of, she 
would burn between 900 and 1,000 tons of coal a day. When we dock 
at Hoboken she must have eighteen tug boats to assist her. She can 
enter New York only on the high water, for the Ambrose Channel is not 
dredged deeper than 40 feet. She can move at Hoboken only on the 
slack water, for no amount of tugs could dock her at Hoboken while the 
tide is running. Before the armistice she carried ten loads of troops 
to Europe; about 4,500 officers and 100,000 men. Thus she has alone 
handled one-twentieth of the A. E. F. Twenty Leviathans alone could 
handle all the A. E. F. Alone, the Leviathan has placed in Europe 
more U. S. Troops than Meade commanded at the decisive battle — 
Gettysburg. 

Her Engineering Department requires 12 officers and 950 men. 
Her Commissary Department requires 7 officers and 350 men. When 
you have roast beef they have to cut up 40 steers. 

During the war, on the eastward voyage, the Commissary Depart- 
ment has fed 10,000 troops in 70 minutes, and at that permitting men 
to come back for the second. 

Even if the East River were deep enough her funnels are six feet 
too high to go under the East River bridges. 

Those on the bridge stand with their eyes 87 feet above water. 
Against submarines we had eight six-inch guns and a supply of depth 
charges always manned; but only twice have periscopes appeared, both 
times in her rear. Both times the destroyers bombed at them well. 



[217 ] 



THE U. S. S. LEVIATHAN 



List of Sick and Wounded Carried by Leviathan 

The following list shows the number of sick and wounded trans- 
ported by the Leviathan on our return trips from Liverpool and Brest: 



"ip Trip 




1 9 


271 


2 4 10 


1,429 


3 11 


2,132 


4 12 


1,251 


5 13 


1,152 


6 116 14 


1,263 


7 105 15 


1,091 


8 265 16 


1,090 


Total number carried up to date . . . 


.. 10,169 



NOTES 

Not only did the Leviathan carry a total of 14,300 persons on 
board this trip (her 16th), 23 more than she has ever carried before, 
but her trip from Sandy Hook to Brest and return is the fastest she 
has ever made. 

The Leviathan cleared Ambrose Channel on May 27th at 6:56 P.M. 
and arrived June 11, at 3.00 A. M., or in a total elapsed time of only 
15 days 8 hours and 4 minutes. Her best previous trip was when she 
did the same circuit in 15 days 15 hours and 3 minutes, sailing on May 
6th and next arriving at Ambrose Lightship on May 22nd. 

Previous to this, her two best round trips were those of June and 
July, 1918, when the pressure of troop movement to France was at its 
height. These two trips were negotiated in 16 days hours and 23 
minutes, and 16 days 12 hours and 12 minutes respectively. 

Not only has the Leviathan carried in the 15th and 16th trips a total 
of 28,412 persons against 26,145 for her two best previous trips, but her 
intervening stays in Hoboken between her last two trips was only 4 
days, while the Hoboken layover between her two best former trips 
was seven days. 

Besides this" record breaking showing, the boys of the Leviathan 
found enough cash to subscribe $193,000 to Uncle Sam's Victory Loan 
while the Navy's next best ship could only put up $129,000. 

The 17th round trip established a new record of 14 days and 21 
hours, when she carried 4,000 Army Officers and 3,000 troops. 

While under the German flag, the Vaterland {Leviathan) made 
only one round trip and a half. She was ready for her return trip 
August 1, 1914, but was held at Hoboken when the world war broke 
out, July 30 of that year. 

[ 218 ] 



Up To and Including 
14th Trip 





LEFT 


ARRIVE 


t 

DMPAXY 


Total 

on 
Board 


COMM W'DtXO 


VOYAGE 


Misc'l 


Total 
XaVy 


OFFICER 


EAST 


New York 
Dec. 15, 1917 


Liverpoo 
Dec. 24, 19j . . 


1687 


8941 


CAPT. J. W. OMAN 


WEST 


Liverpool 
Feb. 12, 1918 


New Y r orl 
Feb. 20, 19 • • - 


1687 


1789 


EAST 


New York 
Mar. 4, 1918 


Liverpool 
Mar. 12, IS • ■ • 


1857 


10199 


CAPT. H. F. BRYAN 


WEST 


Liverpool 
Apr. 10, 1918 


New Yor 

Apr. 17, If 


2 


1849 


2095 


EAST 


New York 
Apr. 24, 1918 


Brest 
Mar. 2, 19 


1 


2052 


11404 


CAPT H. F. BRYAN 


6 

WEST 


Brest 
May 5, 1918 


New Y'or 
May 12, 1< 


2 


2051 


2120 


EAST 


New York 
May 22, 1918 


Brest 
May 30, IE 


3 


2028 


13341 


CAPT. H. F. BRYAX 


4 
WEST 


Brest 
June 1, 1918 


New Ycr 
June 8, 19 


. 


2037 


2071 


EAST 


New Y r ork 
June 15, 1918 


Brest 
June 22, IS 


2 


2013 


13156 


CAPT. H. F. BRYAX 


WEST 


Brest 
June 24, 1918 


New Yor 
July 1, 19 


i 


2012 


2060 


EAST 


New Y'ork 
July 8, 1918 


Brest 
July 15, 19 


1 


1996 


12989 


CAPT. H. F. BRYAN 


WEST 


Brest 

July 18, 1918 


New Yor 
July 25, 19 


1 


1995 


2712 


EAST 


New York 
Aug. 3, 1918 


Brest 
Aug. 11, IE 


1 


2144 


13558 


CAPT. H. F. BRYAN 


WEST 


Brest 

Aug. 13, 1918 


New Y r or 
Aug. 20, ir 


1 


2144 


2859 


EAST 


New York 
Aug. 31, 1918 


Brest 
Sept. 7, 19 


1 


2223 


13362 


CAPT. H. F. BRYAX 


WEST 


Brest 
Sept. 12, 1918 


New Y'orl 
Sept. 19, 1< 


1 


2219 


2841 


EAST 


New Y'ork 
Sept. 29, 1918 


Brest 
Oct. 7, 19 


1 


2222 


11809 


CAPT. W. W. PHELPS 


WEST 


Brest 

Oct. 9, 1918 


New Yor 
Oct. 17, 19 


1 


2223 


2726 


EAST 


New York 
Oct. 27, 1918 


Liverpoo 
Nov. 3, 19 


1 


2327 


10 456 


CAPT. W. W. PHELPS 


10 
WEST 


Liverpool Dec. 4 


Brest Dec. 




2348 


11218 




Brest Dec. 8, 1918 


N.Y'.Dec. 15, 




EAST 


New Y'ork 
Jan. 24, 1919 


Brest 
Jan. 31, 19 


Nurses 


2241 


3314 


CAPT. W. W. PHELPS 


11 
W EST 


Brest 
Feb. 3, 1919 


New Yor' 
Feb. 11, 19 


Nurses 


2241 


11899 


EAST 


New Y'ork 
Feb. 16, 1919 


Brest 
Feb. 23, 19 


Nurses 


2009 


2548 


CAPT. W. W. PHELPS 


WEST 


Brest 
Feb. 26, 1919 


New Yorl 
Mar. 6, 19 


Nurses 


2052 


12435 


EAST 

13 
WEST 


New Y'ork 
Mar. 15, 1919 


Brest 
Mar. 23, 19 


15 


2171 


2268 


CAPT. W. W. PHELPS 


Brest 
Mar. 26, 1919 


New Y r orP 
Apr. 2, 191 


l5 


2171 


14277 


EAST 

14 
WEST 


New York 
Apr. 7, 1919 


Brest 
Apr. 14, 19 


16 


2148 


2202 


CAPT. E. H. DURELL 


Brest 
Apr. 18, 1919 


New York 
Apr. 25, 19 


18 


2177 


14257 

















U. S. S. LEVIATHAN 
STATISTICS OF NUMBERS CARRIED 



Up To and Including 
14th Trip 





LEFT 


ARRIVED 


Days 
at 


Days 
Po'rt 


1 

PASSEKGERS 


SHIP'S COMPANY 


Total 
Board 




VOYAGE 


Troops 


N. C. O.'s 


( J th'" > 


Nurses 


Civilians Misc'l 


Naval 
Supernum- 


Total 

Passengers 


Naval 

Dili, ■.■■■- 


Knli-t'i', 


Mis,, 


Total 
NaVy 


OFFICER 


EAST 


New York 
Dec. 15, 1917 


Liverpool 
Dec. 24, 1917 


9 


50 


1839 


Included 
with Troops 


277 


138 








7254 


62 


1625 




1687 


8941 




WEST 


Feb. 12, 1918 


New Y'ork 
Feb. 20, 1918 


8 


12 


5 


Included 








19 


77 


101 


62 


1625 




1687 


1789 


CAPT. J, W. OMAN 


EAST 


New York 
Mar. 4, 191S 


Liverpool 
Mar. 12, 191S 


8 


29 


7095 


56 


439 




5 


47 


100 


8342 


59 


1798 




1857 


10199 




WEST 


AprJlO, 1918 


New York 
Apr. 17, 1918 


7 


7 


5 










37 


204 


246 


58 


1789 


2 


1849 


2095 


CAPT. H. F. BRYAN 


EAST 


New Y'ork 
Apr. 24, 1918 


Brest 
Mar .'. L918 


8 


3 


8208 


97 


361 


229 


13 


1 


443 


9352 


65 


1986 


1 


2052 


11404 




WEST 


Brest 
May 5, 1918 


New Y'ork 
May 12, 191S 


7 


10 


14 








3 


8 


44 


69 


65 


1984 


2 


2051 


2120 


CAPT H. F. BRYAN 


EAST 


New Y'ork 
May 22, 1918 


Brest 
May 30, 1918 


8 


2 


9944 


111 


399 


99 


17 


7 


736 


11313 


65 


1960 


3 


2028 


13341 




WEST 


Brest 
June 1, 1918 


New Y'ork 
June S, 1918 


7 


7 


25 








1 


7 


1 


34 


64 


1972 


1 


2037 


2071 




EAST 


New Y'ork 
June 15, 1918 


Brest 
June 22, 1918 


7 


2 


9833 


149 


395 




2 


21 


743 


11143 


P2 


1949 


2 


2013 


13156 




WEST 


Brest 
June 24, 1918 


New York 
July 1, 1918 


7 


7 


14 








31 


3 




48 


62 


1949 


1 


2012 


2060 




EAST 


New York 
July 8, 1918 


Brest 
July 15, 1918 


7 


3 


9944 


138 


437 




8 


18 


448 


10993 


63 


1932 


1 


1996 


12989 




WEST 


Brest 
July 18, 1918 


New York 
July 25, 1918 


7 


9 


183 




79 




72 




383 


717 


62 


1932 


1 


1995 


2712 




EAST 


New York 
Aug. 3, 1918 


Brest 
Aug. 11, 1918 


8 


2 


10305 


94 


482 




3 


12 


518 


11414 


63 


2080 


1 


2144 


13558 


CAPT. H. F. BRY'AN 


WEST 


Brest 
Aug. 13, 1918 


New York 
Aug. 20, 1918 


7 


11 


204 


16 


321 




25 


8 


141 


715 


64 


2070 


1 


2144 


2859 


• EAST 
8 
WEST 


New York 
Aug. 31, 1918 


Brest 
Sept. 7, 1918 


7 


5 


9953 


78 


407 


99 




5 


597 


11139 


68 


21.34 


1 


2223 


13362 


CAPT. H. F. BRYAN 


Brest 
Sept. 12, 1918 


New York 
Sept. 19, 1918 


7 


10 


300 


25 


125 


2 


99 


33 


38 


622 


6S 


2150 


1 


2219 


2841 


EAST 

9 
WEST 


New York 
Sept. 29, 1918 


Brest 
Oct. 7, 191S 


8 


2 


8839 


34 


260 


191 


2 


1 


254 


9587 


64 


2157 


1 


2222 


11809 


CAPT. W. W. PHELPS 


Brest 
Oct. 9, 1918 


New York 
Oct. 17, 1918 


7 


10 


260 


19 


96 


2 


11 


66 


49 


503 


64 


2158 


1 


2223 


2726 


EAST 


New York 
Oct. 27, 1918 


Liverpool 
Nov. 3, 1918 


7 


31 


7140 


52 


367 




4 


1 


565 


8129 


68 


2258 


1 


2327 


10456 




WEST 


Liverpool Dec. 4 


Brest Dec. 5 


1 


3 


3634 


Included 

with 
Troops 


78 


15 


252 


23 


4846 


SS70 


70 


2278 




234S 


11218 






Brest Dec. 8. 1918 


N.Y'.Dec. 15, 191S 


7 


40 






EAST 


New York 
Jan. 24, 1919 


Brest 
Jan. 31, 1919 


7 


3 


10 




6 




19 


1037 


1 


1073 


76 


2157 


S Nursrs 


2241 


3314 




WEST 


Brest 
Feb. 3, 1919 


New York 
Feb. 11, 1919 


8 


5 


9040 


130 


359 


30 


20 


26 


53 


9658 


76 


2157 


8 Nurses 


2241 


11S99 




EAST 


New Y'ork 
Feb. 1G, 1919 


Brest 
Feb. 23, 1919 


7 


3 


7 


2 


6 




8 


358 


158 


539 


S3 


1918 


8 Nurses 


2009 


2548 




WEST 


Brest 
Feb. 26, 1919 


New Y'ork 
Mar. 6, 1919 


S 


9 


9714 


133 


319 


66 


23 


78 


50 


10383 


84 


1960 


S Nurses 


2052 


12435 




EAST 


New York 
Mar. 15, 1919 


Brest 
Mar. 23, 1919 


8 


3 


2 




5 




29 


57 


4 Officers 


97 


73 


2083 


15 


2171 


2208 


CAPT. W. W. PHELPS 


WEST 


Brest 
Mar. 26, 1919 


New York 
Apr. 2, 1919 


7 




11441 


143 


460 


28 


11 


11 


9 Officers 
3 Enlisted 


12106 


73 


2083 


15 


2171 


14277 




EAST 


New York 
Apr. 7, 1919 


Brest 
Apr. 14, 1919 


7 


4 


3 




8 




39 


4 




54 


69 ; 


2063 


16 


214S 


2202 


CAPT. E. H. DURELL 


WEST 


Brest 
Apr. 18, 1919 


New York 
Apr. 25, 1918 


' 




11442 


172 


409 


... 


43 


6 


8 Officers 


12080 


68 


2091 


IS 


2177 


14257 





W92 



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